Professional Documents
Culture Documents
Zia Traffic Study
Zia Traffic Study
Zia Traffic Study
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February L9,20L4
Legislative Council Service
State Capitol, Room 100
Santa Fe, NM 87501
Governor
Tom Church
Susana Martinez
Cabinet Secretary
Memorial 41 was sponsored by Senator Nancy Rodriguez (District 24, Santa Fe) and House
Memorial 45 was sponsored by Representative Jim Trujillo (District 45, Santa Fe).
Com missioners
We are providing four (4) hard -copies of the completed report and also provided an
electronic copy of the report on a cd attached to the back of each report. The NMDOT will
Charrnran
Pete
K. Rahn
l)istrict
Ronald Schmeits
Vice Chirirrnan
District 4
27361.
Sincerely,
Secretarl,
District
Butch lVlathews
Conrmissioner
District
Cabinet Secretary
Jackson Gibson
Conrnrissioner
District
General
Of f ice
P.O. Box
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Fe, NM 87504
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Prepared For:
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Prepared By:
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Table 2: AM Peak Hour SignalTiming Summary...
Table 3: PM Peak Hour SignalTiming Summary..
...............4
.'......"..'.'.".
.................. 10
Road
Table 5: Existing (2013) AM Peak Hour Volume Calibration Results...
Table 5: Existing (2013) PM Peak Hour Volume Calibration Results
Table 7: Existing (2013) AM Peak Hour Travel Time Calibration Results.......
Table 8: Existing (2013) PM Peak Hour Travel Time Calibration Results.......
Table 4: Rail Preemption at lntersection of St. Francis/Zia
............ 10
..... LL
........ L2
.............
t2
.............
t3
Table 9: Existing (2013)AM Peak Hour lntersection Queues and LOS (Zia Station Not Open) ... 14
Table 10: Existing (2013) PM Peak Hour lntersection Queues and LOS (Zia Station Not Open).. 14
Table 11: Existing (2013)AM Peak Hour lntersection Queues and LOS (Zia Station Open) ........ 15
Table 12: Existing (2013) PM Peak Hour lntersection Queues and LOS (Zia Station Open)......... 15
LOS
Table 14: Horizon (2038) PM Peak Hour lntersection Queues and 1OS.....
Table 15: 2038 AM Peak Hour lntersection Queues and LOS (Mitigated)
Table 15: 2038 PM Peak Hour lntersection Queues and LOS (Mitigated)
Table 13: Horizon (2038)AM Peak Hour lntersection Queues and
Table 17:
2OO7
.................... 16
................ L7
................. 20
....,............20
2011 Crash Statistic Summaries at West Zia Road and St. Francis Road.......... 22
List of Appendices
Appendix A: Memorials
E: VISSIM
Output Reports
Februory 5,2074
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PAGE
TABTE oF CoNTENTS
1. lntroduction
2. Study Area...
3. VISSIM Model
Evaluation..
3.1 lntroduction
5.
25
26
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PAGE
FTGURES
Screenshot
Drive.......
..........................17
......................... 19
............2L
Figure 8: Street Views at West Zia Road and St. Francis Road Northbound Travel ..................... 23
Figure 9; Bike and Pedestrian Path Facilities.....
February 5, 2074
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The New Mexico Rail Runner Express (NMRXI is a commuter rail system serving the metropolitan areas of
Albuquerque and Santa Fe, New Mexico. lt is administered by the New Mexico Department of
Transportation (NMDOT) and the Mid Region Council of Governments (MRCOC), a regional Bovernment
planning association. Zia Station platform located at the intersection of St. Francis Drive and West Zia Road
has been constructed as part of Phase ll, the extension of the line to Santa Fe, in 2008; however, zia Station
has not been opened yet due to issues with the adjacent land. The purpose of this study is to identify the
signal timin& geometric and safety improvements at the West Zia Road and 5t. Francis Drive intersection
once the Zia Station is open for use.
ln order to model the vehicular traffic along with rail crossing, VISSIM micro-simulation
evaluate the operational conditions for four intersections in the study area:
o
.
.
.
will be utilized to
The VISSIM model will be developed and calibrated through multiple existing parameters including traffic
volumes, speed, driver behavior, signal timing and controller settings, train operation, and pedestrian
settings. The following three scenarios will be analyzed through VISSIM simulation:
.
.
.
for Existing 2013, to open Zia Station may not have adverse impact on the study
intersections.
Existing (20131 Without Zia Platform Open - The without Zia Platform Open scenario represents the current
condition that New Mexico Rail Runner Express trains do not stop at Zia Station. The analysis indicates that
allthe study intersections are currently operating at acceptable LOS.
Existing (2013) With Zia Platform Open - This scenario assumes that Zla Station would be in use under the
existing conditions and the trains travelling both directions will dwell at Zia Platform for 60 seconds. The
analysis indicates that all the intersections will operate at acceptable LOS and no significant intersection
deterioration when compared to the condition without Zia Station open.
ln addition to simulation analysis, five year crash analysis at the most critical intersection (5t. Francis Drive /
West Zia Road) shows that the total number of crashes as well as injured crashes were slightly decreased in
2007 -201! trcm 2002-2006. Potential solutions that may help reduce crash rate are summarized below that
are consistent with:
lmprovina Rood Sofetv in the Santo Fe Metropolitan Plannina Areo Report dated March, 2012.
February 5, 2074
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Solution TtTo add backplates with retro reflective boarders to the traffic signals that will potentially
reduce the number of crashes that occur due to drivers failing to notice the red light quickly enough.
Solution 2:Fo increase the traffic signal yellow time which would allow drivers more time to react to
the change and decelerate smoother, decreasing the chance that they will be rear-ended by the car
behind them.
Horizon Year (20381 With Zia Station Open - ln addition to the assumptions made for Existing With Zia
Platform Open, this scenario assumes increased pedestrian activities as results of new developments on the
east side of the intersection of St. Francis Drive and West Zia Road. The intersections of St. Francis Drive /
West Zia Road and Galisteo Road / Zia Road will operate deficiently during peak hours. The spill back
eastbound left turn traffic at St. Francis Drive / West Zia Road will result in operational deficiencl at the
unsignaliazed intersection of Galisteo Road / Zia Road. To increase the eastbound capacity on Zia Road, three
left turn lanes and three through lanes with one shared right turn lane are proposed between Galisteo and St.
Francis.
As part
Due to the encroachment from Zia Road widening, relocation of Zia Station platform would need
to
be considered
Potential relocation and updating the signal equipments for rail and vehicular traffic control at rail
crossing and St. Francis | zia road intersection to minimize the rail crossing impact on the vehicular
traffic.
lnstallation of a chain link fence between railroad and St. Francis beginning at Zia Road and extending
to allow the traffic signal to operate normally until the northbound train is
ready to depart. The train to wayside detector should be activated approximately 20 seconds prior to
departure to allow track clearance and also allow the gate to be in the down position prior to the train
enterinB the crossing. There is no need for the train to wayside detector for the southbound train movement.
wayside detector be installed
Februory 5, 2074
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The New Mexico Rail Runner Express extends from Belen to Santa Fe, through Los Lunas, Albuquerque, and
Bernalillo. This express train currently has 13 stations and by passes Zia Station without stopping. Zia Station
platform located at the intersection of St. Francis Drive and West zia Road has been constructed as well as
the platform fixtures, but vehicular access, lighting off of the platform, and other station amenities need to
be constructed before station can be opened. The railroad track is 50 feet west of 5t. Francis Drive and West
Zia Road.
New Mexico House Memorial 45 (HM 45) and Senate Memorial 41 (SM 41) were passed during the January
2012 legislative session. These memorials requested the New Mexico Department of Transportation
(NMDOT) and Santa Fe Metropolitan Planning Organization (MPO) "provide a traffic study of the intersection
of St. Francis Drive and West Zia Road for current conditions and projected twenty-year traffic conditions"
and "that the traffic study include a signal timing analysis, particularly in relation to the New Mexico Rail
Runner Express, and an intersection geometric improvement analysis for improved operations and safety."
Memorials are included in Appendix A. The purpose of this study is to identify the signal timing and
geometric improvements at the West Zia Road and St. Francis Drive intersection to address the legislative
need- Since the Zia Station is currently not in service, another purpose is to identify the potential impacts to
the adjacent intersections once Zia Station is in operation, lt should be noted that this study addresses only
traffic issues concerned with the station opening and does not address safety concerns related to the operations
and functionality of the Zia Station site. Other concerns (e.9. installation of fencing between railroad and 5t.
Francis Drive to discourage passengers from crossing track to station directly from St. Francis Drive after drop-off
along St. Francis Drive, pedestrian connectivity along West Zia Road, and ADA compliance in the vicinity of the
intersection, etc.) may need to be considered before the station can be opened.
The study area will be evaluated through the platform of VISSIM micro-simulation, which will model the
traffic interaction between the intersection and railroad crossings during preemption and normal operation.
We also analyze the projected increase in pedestrian traffic with the station open and its effect on the signals.
Existing traffic data was collected to calibrate the model to simulate current conditions. The following three
scenarios will be analyzed utilizing VISSIM micro-simulation:
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.
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ln addition, crash analysis will be conducted for West Zia Road at St. Francis Drive, the key intersection to the
study, to address any safety concerns in the past 5 years at this location. This traffic memorandum presents
VISSIM analyses results and intersection mitigation measures. The opening of the station will be considered
following the outcomes of this study.
2.
STUDYAREA
Figure 2 illustrates the overall study area. The Zia Station Platform is located approximately 90 feet south of
West Zia Road at 5t. Francis Drive in Santa Fe, New Mexico, The following intersections were analyzed to
evaluate the traffic impact with Zia Station:
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Existing traffic counts were collected on March 12, 20L3 (Tuesday). Figure 2 shows the counts location and
the existing traffic volumes during the AM and PM peak hours. Existing traffic counts are included in
Appendix B. The traffic counts indicate that St. Francis Drive northbound carried more traffic than
southbound during the AM peak hour and majority of them came from l-25 northbound. The travel pattern
in the afternoon was reversed and over 1.,000 vehicles were observed traveling onto l-25 southbound.
Existing peak hour travel time data was collected on April 3,20t3 (Wednesday) and April 4,20L3 (Thursday).
The floating cars equipped with GPS devices were used to measure travel time for both directions of the two
routes:
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West Zia Road between Galisteo Road and the first signal east of St. Francis Drive.
to 5 travel time runs were conducted for each peak period on each route. The instantaneous time
at each cross road was also collected. This data measured in the field were summarized to derive the travel
time between way-points. The end to end travel time for each route is shown in Table l' The detailed field
traveltime summary sheets are provided in Appendix C.
A total of 4
St. Francis Dr
West Zia Rd
The travel time summary indicates that it takes approximately 2.5 to 3 minutes to travel north-south along St.
Francis Drive and approximately 1.5 to 2 minutes to travel east-west on West Zia Road in the study area.
Traffic volumes under the pre-defined horizon year 2038 conditions were projected based on the growth rate
from the Santa Fe MPO Travel Demand Model developed for the l-2S/Cerrillos Road lnterchange Study. The
gr.owth rate summary is attached in Appendix D. lt should be noted that the 2035 model indicates that
westbound volumes at the West Zia Road/St. Francis Drive intersection would decrease by 3% from 2011 to
2035 in the PM peak hour. lt was determined that this would not be realistic and therefore westbound traffic
was analyzed assuming no growth from 2011 to 2035. Figure 33 illustrates the projected 2038 traffic
volumes during the AM and PM peak hours.
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Nots Exisling Traffic Volurcs have been balanced for mhrGsimulaion analysis
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The VlsslM model developed from Traffic lmpact Study for Zia Station prepared by Fehr & Peers (dated
February 2011) was utilized. The network, speed, driver behavior, signal timing and controller settings, train
operation, and pedestrian settings were all initially transferred from the previous model. ln order to simulate
the current existing travel conditions during a typical day, the existing VISSIM model was refined including the
following updates:
!C!W94 - The network geometry such as turn bay length, taper length and curvature, signal head
locations and pedestrian crosswalks were updated based on the latest aerial image from BinB map
(imagery Dated early 2013).
Vehicular Traffic Soeed - The posted speed limits for St. Francis Drive and the cross roads within the
study area are 45 mph and 35 mph respectively. The desired range of speeds for St. Francis Drive was
set up as 42.3-48.5 mph and 29.8-36.0 mph for all cross roads.
Traffic Volumes - The peak hour turning movement volumes input to VISSIM model were consistent
with that in Synchro, except global PHF of 0.92 and 2% heavy vehicle percentaBe were assumed for
VISSIM analysis.
Sisnal Timinss and Controllers - Signal timing plans were obtained from City of Santa Fe on March 27 ,
2013. The cycle lenglh, offset, phase split and phase sequence for each intersedion at AM and PM
peak period are presented in Table 2 and Table 3. The existing AM and PM cycle lenglhs on St.
Francis Drive from Siringo Road to Sawmill Road are 115 seconds and 130 seconds, respectively. St.
Francis Drive at West Zia Road is the master intersection among the three study intersections and
phase 2 (@2) and phase 6 (06) along St. Francis Drive are the coordinate directions. As shown in Table
2 and Table 3, all the left turn movements at St. Francis Drive and Sringo Road are controlled by
protected plus permissive phases. The left turn movements at St. Francis Drive and West Zia Road are
all controlled by protected phases. At the intersection of St. Francis Drive and Sawmill Road, all the
left turn movements are permissive plus protected phases except the eastbound left turn movement
which is protected phase. Figure 4,4 illustrates the phase diagram correspondinB to each movement
for the study intersections.
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The signal timing information for rail preemption at intersection of St. Francis Drive and West Zia
Road is summarized in Table 4. The previous model used RBC controller at this intersection was now
replaced by an ASC/3 virtual controller to emulate the field conditions more accurately, particularly
for the rail preemption functionalities. As shown in Table d when a train approaches the intersection,
the track clearance phases are activate for phase 4 andT which are the eastbound through and left
turn movements on West Zia Road. When a train is crossing the intersection, the southbound and
northbound through movements (Phases 62 and 0 5) on St. Francis Drive are allowed to proceed
which are the directions parallelto train movements and the omitted phases are phase 1 and 8. After
a train departs the intersection, the first movements to service are southbound and northbound
through movements (Phases 62 and 6 6) as well.
It should be noted that the east-west pedestrian phase (Ped$a/ Pedfl9l splits are greater than the
compatible vehicle phases (64/ 08lfor all the signalized intersections. When these pedestrian phases
are served, the controller will go out of coordination in that particular rycle and get back into
coordination after two or three cycles.
Figure 4: Generic Study Intersection Phase Diagram
Q2
0s
Ped68
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Ped O4
St. Francis Dr
Sawmill
Rd
@1(NBL): 22
02 (SBTI: 47
03 (wBL):21
Protcted+Perm issive
Peda]'oz:35
I rg!.ectd+
@5 (SBL): 17
@6 (NBT): 52
Protected+Permissive
Ped0106: 35
issive
A7 GBLI:27
Protected+Permissive
@2 (SBT): 5e
@1(NBL): 14
ba(Egrl:
Peda!02134
Protected Only
PedAL} :47
@6 (NBT):
51
05
(SBL): 22
@8
01(NBL): 30
@2
(SBT): a5
@3
26
(WBT): 15
(WBL):11
Ped@!04 49
@8
(WBT): 2s
Ped0718t 49
03 (wBL): 16
Protected Only
@7
(EBLI:27
Aa GBrl: 28
Protected+Permissive
Ped@IO2:26
Protected+Permissive
Pedato4i 44
/s
@5 (NBT): 5s
Q7 (EBD:2a
@8
(SBL): 11
Protected+Permissive
February 5, 2A74
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Ped0to6
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Protected Only
(WBT): 15
PedOLOS:44
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Table 3: PM Peak Hour SignalTiming Summary
lntersection
Crrcle
Offset
St. Francis Dr
Siringo
130
Rd
St. Francis Dr
130
Zia Rd
St. Francis Dr
Sawmill
1r7
130
Rd
10
(wBL): 15
Gsrl v.
@3
Protected+Pe rm issive
A2$BT):66
Ped0t)2:35
PedaL14i 49
As $BL):2L
06 (NBT): 62
07 (EBL):76
@8
Ped0106: 35
@1(NBL): 14
@2 (SBr): 66
@4 (EBII: 27
03 (wBL):23
Protected Only
Ped0102:34
@toq qt
Protected Only
@6 (NBT): ss
@s (SBL): 2s
@7 (EBL):27
08 (wBr): 23
Pedbt06:34
Protected Onlv
Protected Onlv
PedA\18i 47
0L (NBL):18
02 (SBT): 68
@3 (WBL): 1s
@1(NBL):17
rotected+
@4
Pe rm
(WBT): 31
PedAtjS:49
issive
Protected+Pe rm issive
Pedal)2i 26
Protected+Perm issive
fia (EBrl: 29
Ped1tj4:44
@s (SBL): 11
05 (NBr): 7s
A7 GBL\:28
08 (WBT): 16
Protected+Pe rm issive
PedAI06:26
Protected Only
PedOI1S:44
TrackClearVeh
Phase A4&47
Green 32 sec
Track Clear Yellow
4 sec
Track Clear Red
3.4 sec
Track Clear Min
Dwdl
Entrance
Entrance Min
Green
Yellow
Entrance Red
Entrance
7 sec
Dwell Veh
Phase
4 Sec
Min Dwell
Time
1 Sec
Exit
62 &O6
1,5 sec
Phase A2 & A6
Time 4.3 sec
Exit Red Time
2 sec
Exit Veh
Exit Yellow
Trains - The platform was added into model with the north edge aligned with aerial image. The train
operation was assumed as one train per direction at a rate of 30 mph. The morning peak hour is 7:15
8:15 AM and afternoon peak hour is 5:00-6:00 PM in VISSIM model. Based on the current New
Mexico rail runner schedule, AM southbound train would be at the Zia Platform al7:.26 a.m. and
northbound train at 7:34 a.m. PM southbound train would arrive at the Zia Platform at 5:15 p.m. and
northbound train at 5:55 p.m. During the AM peak hour, the southbound train is composed of one
locomotive (70 feet each) and two coaches (80 feet each) with total length of 230 feet, while the
northbound train consists of two locomotives and four coaches in a total of 460 feet. During the PM
peak, train compositions for the southbound and the northbound were flipped. The total length of
the platform is modeled as 450 feet to accommodate the full length of the train. lt should be noted
that freight train activity was not included in this study,
Pedestrians - The pedestrian numbers input to existing VISSIM AM and PM models are consistent
with the field counts. The walking speed for pedestrians was assumed as 3.5 ft/sec.
Model Calibration - Calibration purpose is to develop a simulation model that can replicate the
existing traffic conditions for a typical weekday. The existing AM and PM peak models were
calibrated with existing volumes collected during the week of March L2 of 20!3 and travel times
collected on April 3rd and April 4th, 2013. Volume throughput and travel time fitness are the two
measures to calibrate VISSIM model for this project. Table 5 through Table 8 summarize the volume
and travel time calibration results. As indicated in Table 5 and Table 5, the output turning movement
volumes from VISSIM model at each intersection match the input field turning movement counts very
well and both the percentage volume served and GEH statistics are satisfactory. For travel time
February 5,2014
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calibration, the criteria measure is the travel time difference between the model output and field
measurements. Per FHWA guidelines, at least 85% of study segments would need to meet the
calibration acceptance criteria. The model is calibnted when the travel time difference is within one
minute or less than 15%. Tabl 7 and Table 8 indicate that the travel time difference meets the
criteria.
The existing calibrated traveltime outputs are included in Appendix E-l.
309 m31
301 m34
98% 1m96
262
134 987
128 996
]m%
95% lm%
257
104
105
lm%
308 111
306 111
100%
133
116 87
92 99
99%
79% rm%
134
88 1948 271
89 1951 213
lm%
100%
9996 9996
1m96
2m 1n4 6
n3 1765 I
lm% 99%
96 i34
95 132
100%
33 602
34 609
lm% lm%
265
378 8
311 6
98%
98% 70%
272
95
97
100%
0% 1m96 95!x
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11
138
100%
m2
2t5
lm%
14 3't 157
'14 2't 11'l
lm% 57% lm%
16/'28
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Table 6: Existlng (2013) PM Peak Hour Volume Calibration Resuhs
192 1100
69
u
66
lm 1m8 65
99% lm%
75 841
73 830
98% 90%
91 687
96 680
2264
2295
93% 100%
9896
144
144
100%
'146 87
115 84
284
146 136
143 133
9996 9696
99%
9896 98%
144
142
99%
26
28
100%
303 23
295 A
97% 92%
'I
0
191
490
0% lm%
GEH Stalisli: a l0rmda used h
ffic eqtEe
ffi
focadng, and
286
raft
modeling to
cmpaE tro ss
of
321 242
323 247
62
60
96|x
170
169
14 19
13 18
91 92%
235
235
lm%
128 864
133 866
13
13
70
68
9796
1m95 1m96 06
10016
bafic loltflles
SB St. Framis Dr
NB Sl. Francis Dr
Sirinm
Rd to Rodeo Rd
Rodeo Rd to
Siir@ Rd
Sth
EB Zia Rd
Cardelro
IvB Za Rd
Devdooment
DevdoDmerl Sional
Sffalto
Csndelero St
26Wo
<1
yes
dnute
117
141
187
't82
-5
-z.Wo
+l- 15c1"
ves
125
106
-19
-15.1%
< 1 minute
yes
83
9t)
16
19.0%
< 1 minute
ves
> 85%
1m96
30
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Table 8: Existing (2013) PM Peak Hour TravelTime Calibration Results
SB St. Francis Dr
Sirinoo Rd to Rodeo Rd
166
161
-5
-3.1%
+l- 15o/"
yes
NB St. Francis Dr
Rodeo Rd to Sirinoo Rd
'190
14'l
.49
'25.9o/o
< 1 minute
VES
EB Zia Rd
117
98
-19
-16.2%
< 1 minute
VES
WB Zia Rd
99
102
2.8%
+l- 15o/o
VES
> 85%
100%
Met Taroet
3.3
Exsnrue Conomons
VISSIM analysis of the St. Francis Drive corridor and the study intersections was conducted
condition that New Mexico Rail Runner Express trains do not stop at Zia Station. Table 9 and Table
10 present the overall intersection delay and LOS in the AM and PM peak hours under the existing
conditions. Signal preemption assumption for gate down time is approximately 35 seconds and 38
seconds for southbound and northbound train, respectively. As shown in the tables, the three
signalized intersections along St. Francis Drive are currently operating at LOS D or better although
LOS E or F is occurring at several lanes in most cases on cross roads. The unsignalized intersection of
West Zia Road and Galisteo Road is currently under acceptable operation condition with a relatively
longer delay of 30 seconds at the northbound right turn.
With Zia Platform Open - This scenario assumes that Zia Station would be in use under the existing
conditions and the trains travelling both directions will dwell at Zia Platform for 60 seconds. The
preemption state will include train dwell time at the station in the simulation for conservative
purpose. Table 11 and Table 12 summarize the intersection queue length, delay and LOS for the AM
and PM peak hours. As shown in the tables, the three signalized intersections along St. Francis Drive
are currently operating at LOS D or better although LOS E or F is occurring at several lanes in most
cases on cross roads. The unsignalized intersection of West Zia Road and Galisteo Road is currently
under acceptable operation condition with a relatively longer delay of 30 seconds at the northbound
right turn. When compared to the condition without Zia Station open, none of the intersections
would be significantly deteriorated under the With Zia Station conditions. The VISSIM outputs for
Existing Without Zia Station and With Zia Station are included in Appendix E-2 and Appendix E-3,
respectively.
Februory 5,2074
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Table 9: Existing (20131AM Peak Hour lntersection Queues and IOS {Zia Station Not Open}
Delay (sectueh)
46 158
695 1262 53
50.9 36.8 25.7
DDC
22 151
96 779
Delay (sec/veh)
67.3 37.2
LOS
LOS
Avg. Queue
(t)
EDB
7270
125 266
10.8 9.7
BAA
83
't2.1
34230
12460
123 303
33.1
20.8
0
2.2
CDA
CCA
31341
147 233 118
22.1 2.9
54.8
DCA
1140
48 171
45
1.3
16.9 13.5
8.0
BBA
8.9
LOS
15210
122 160
33.0 51.2
242
0.0 16.1
5.1
0
0.6
CDA
02222
0 242
Delay (sec/veh)
160 ',150 43
34.0 40.3 5.1
000
400
5.5 0.2
AAA
35
4.6
0.0
Table 10: Existing (20131 PM Peak Hour lntersection Queues and LOS (Zia Station Not Open|
St. Frarrcis Dr
31 '19
244 246
/ Sidngo Rd
Delay (sec/veh)
43.9 10.8
5.4
(t)
St. Frarcis Dr
Max Queue
/ Sawmill Rd
Delay (sec/veh)
LOS
Delay (sedveh)
21050
58 675
15.5 20.0
10.4
44.2
BBB
82.7 32.3
54.4
3120
81 125 0
12.4 9.4 0.7
BAA
00
017
8.7
6.7
AA
24.3
182
114
41935
199 701 4m
5.0
25259
144
24550
94 282 26
FCA
LOS
Februory 5,2074
DBA
LOS
LOS
8.0
55.1
13.2
DEB
145 105
417 413
413
63.4
62.9
66.0
105
DCA
5300
133 413 I
EEE
55132
191 241
123
22.9 17.6
58.0
49.0
10.4
CBB
t4
14.8
EDB
022
0 108 108
0.0 3.7 0.5
AAA
45330
191 205
47.1 59.0
DEA
85530
481 287
77.2 67.9
EEA
460
49580
57.3 63.9
EEA
000
4300
4.9 0.3
AAA
0
0.5
22
6,7
1.3
0,0
Hffi
g,''GXB'#.F
fiil
lfl
aq?ta
Table 11: Existing (20131AM Peak Hour lntersection Queues and LOS (Zia Station Open|
4't 149 0
574 1169 41
50.6 35.6 25.0
DDC
24 161
107 827 88
15210
35
123 160
34.0 40.4
5.0
33.3 51.7
0.6
35332
197 236
178
CDA
25311
110 133
13.0
6'1.4 21.0
4.0
73.2 67.'1
69.4
66,8 70.3
ECA
1140
45 173
52
60 10
222 54
1.3
15.7 13.1
7.6
51.5 41.2
2.8
EDB
7270
125 257
10.5 9.8
BAA
34230
160 150
77.3 38.1
12450
128 293 0
33.0 m.7 2.0
ccA
BBA
78
10.5
EEB
0353s
0 310
0.0 n3 rc.2
310
450
49 66
52.3 56.9
DEA
000
600
8.0 0.2
AAA
38
4.7
0.0
Table 12: Existing (20131PM Peak Hour lntercection Queues and LOS (Zia Station Open|
36340
313 378
Dday (sectueh)
51.1 17.0
6.4
26550
96 270
87.8 32.3
FCA
Avg. Queue (ft)
MaxQuerc (ft)
Delay (sectueh)
0
0
8.3
February 5,2074
31380
72 748
20.0 24.7
13.1
28
49 11'l
265 726
697
5.1
65.4 27.8
10.8
BCB
ECB
6270
157 3'14
14
?3 24 10
112 '165 196
4'1.2 53.4
14.0
120
55 ',tz 2
118 0
6
197 2n 1m
0.8
9.3
26.0 18.8 16.9 57.3 47.5 10.1
AA
CBB
033
0 125 125
0.0 4.7 0.5
AAA
15
36270
213 195
41.1 54.6
0.5
105 62
fiz 441
29
88.8 77.1
460
49580
57.2 65.3
EEA
000
4900
5.9 0.6
AAA
8.3
1.2
0.0
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PN U900032, CN-U900032
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3.4
VISSIM network for the 2038 condition was developed based on the existing network. The cycle length and
split for the study intersections were optimized in Synchro and imported as the base timing plan. Zia Station
was assumed to be in operation by Year 2038 and preemption timing assumptions are consistent with
Existing With Zia Station scenario.
o
o
Galisteo Road
Peak Hours)
As shown in Figure 55, the unsignalized intersection deficienry would be caused by the vehicle spillbacks
from eastbound left turn movement on West Zia Road at St. Francis Drive. The VISSIM outputs for Horizon
year 2038 are included in Appendix E4.
Table 13: Horizon (20!l8l AM Peak Hour lntersection Queues and LOS
Siringo Rd
Delay (sec/veh)
LOS
Delay (sectueh)
Zia Rd
St. FrarEis
Dr/
SawnillRd
($
los
Avg. Queue (ft)
Galisteo
Rd (Unsignalize$
Delay (sectueh)
Zia Rd
LOS
EEC
LOS
Avg. Queue
41960
503 1011 56
48.1 32.6 25.7
DCC
26 366 3
7330
140 320
11.5 10,7
BBA
0
4
359.
FF
11 49
138 339
32.0
19.0
0
0
3.5
CBA
37563
197 285
237
54.2 30.0
4.4
DCA
0
1.7
55400
222 198 49
51.2 60.3 5.6
DEA
364 296 296
439 439 439
't11. 69.8 64.0
FEE
2't20
56 154
56
8330
274 75
18.0 10.3
9.7
6s.6
BBA
58.1 3]
EEA
884
0 640
0 1344
1344
821.0
0.0 251.
210.2
455
AFF
6,10
50350
215 192 0
59.3 83.9 0.6
EFA
30283
130 148 93
71.9 55.0
FFR
13.0
4170
49 103 53
56.0 70.1 5.2
EEA
000
500
13.4 0.3 0.0
BAA
Deficient Location
February 5, 2074
15
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54.5
D
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Table 14: Horizon (2038) PM Peak Hour lntersection Queues and LOS
Aooroach
lntersection
Movement
Siringo Rd
32
387
3 169
74 886
Delay (sec/veh)
71.5
17.0
8.6
223 27.7
St. Francis Dr /
EB
25920
107 329
Zia Rd
Delay (sec/veh)
80.2 47.6
LOS
Sawmill Rd
Delay (sec/veh)
LOS
Galisteo Rd
(Unsignalized)
LeftlThrul
65
412
LOS
Zia Rd
Southbound
Rioht
l,lorthbound
Left lThrul
42
7
.2
FDA
3 13 0
87 139 0
14.3 9.6 0I
BAA
090
0
340
19.0
220.1
CF
CCB
66 356
Easlbound
Rioht
Left
lThrul
Westbound
Rioht
24 21
i9 161
264
16.2
39.0 52.1
17.2
15
DDB
361 113
436 428
113
137. 48.2
49.0
0
0
FEC
5360
158 561 25
28 2 23.1 20.6
CCC
18
428
FDD
64142
234 259
137
58.3 47.8
10.2
EDB
0 308
0 836
0.0 152.
AFF
308
836
89.6
LeftlThrul
Riqht
Overall
35290
198 190
53.3 0.5
DDA
100 31 0
516 307 38
88.6 47 .3 7.7
FDA
460
51590
57.3 61.8 1.4
EEA
700
20500
20.4 0.6 0.0
CAA
42.6
?7.4
57.6
E
22.1
201.9
F
Deficieni Location
February 5,2074
17
PAffsgtvs
BE'/NCKENHOFF
llll
FI
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3.S
PN U900032, CN-U900032
MmGAroNDrscussroNs
Under Horizon Year (2038), West Zia Road / St. Francis Drive and Galisteo Road / West Zia Road will
experience LOS E or F. As discussed in Section 3.4 the vehicle spillbacks from eastbound left turn movement
on West Zia Road at St. Francis Drive will go beyond the unsignalized intersection at Galisteo Road resulting in
the deficiency at Galisteo Road and West Zia Road during both AM and PM peak hours.
To increase the eastbound capacity on West Zia Road, three left turn lanes and three through lanes with one
shared right turn lane are proposed between Galisteo Road and St. Francis Drive. ln VISSIM network, the 3rd
eastbound through lane is extended to Candelero Street (a driveway west of Galisteo Road) to the east, the
3rd through lane will drop after the first left exit to the shopping center east of St. Francis Drive. The
proposed intersection lane configuration is illustrated in Figure 5.
Table 15 and Table 16 present the intersection IOS with mitigations under Horizon Year 2038 conditions. As
shown in the tables, the overall intersection LOS for west Zia Road / St. Francis Drive and West Zia Road /
Galisteo Road will be improved to LOS D or better. At the intersection of west Zia Road and St. Francis Drive,
the intersection approach delay and queue length are expected to be significantly reduced when compared
to the Without Mitigation scenario.
Several intersection approaches are currently operating at LOS E or F at West Zia Road and 5t. Francis Drive,
intersection performance will become sensitive to pedestrian calls.40 seconds would be required forthe
eastbound/ westbound pedestrian phases (Pedo4 and PedO8) at this intersection, which is longer than the
split defined for phase 4 and phase 8 in the coordination timing plan. As the result, ff eastbound-westbou nd
pedestrian phases are activated, the controller will go out of coordination for that cycle. To maintain the
coordination as well as serve more pedestrians activities, the refuge islands for east-west pedestrians are
recommended. With a refuge island, the east-west pedestrians crossing time will be reduced but would be
served through two vehicle phases. The lag phases for eastbound and westbound left movements (phase 3
and phase 7) are required. The VISSIM outputs for the intersection with mitigation conditions are included in
Appendix E-5.
Additionally to enhance pedestrian safety at the intersection of West Zia Road and St. Francis Drive, overlap
phases with arrow signal lens could be used for eastbound right turn to protect the pedestrian movement
concerns at west leg and north leg. Another possible improvement could be the use of blank out signs to
warn the motorists when pedestrians are present (e.9. to display "No Turn on Red").
lntersection Critical Lane Mitisation
Note that the above are minimum miti8ation measures that would bring overall intersection IOS back to LOS D
or better under Horizon Year 2038 conditions. As indicated in Table 15 and Table 15, approach deficiencies
will also occur at three signalized intersections. These intersections have been studied with proposed
capacity improvements in St. Francis Drive throuoh the Citv of Sdnto Fe Corridor Studv lnitial Evaluation of
Alternatives Prciect dated September 2009.
At West Zia Road and St. Francis Drive, additional proposed capacity improvements include:
Februorys,2l74
18
rc
Iltt
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PN U900032, CN-U900032
uqw-a
To mitigation approach deficiency at Siringo Road / St. Francis Drive and Sawmill Road
capacity improvements are recommended as follows:
r
o
turn lane
Sawmill Road
lnstall third eastbound left turn lane and exclusive right turn only lane
lntersection lmprovements from St. Froncis Drive throuah the Citu of Santa Fe Corridor Studv tnitial Evoluation
of Alternatives Proiect is included in Appendix F for reference.
February 5,2074
19
PIRSffi
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tilt
PN U900032, Cl'l-U900032
RN
Mtatr
Table 15: 2038 AM Peak Hour lntersection Queues and LOS (Mitigated)
Delay (sectueh)
45950
593 1110 58
47.7 28.7 23.4
13 49
220 191
44
38540
215 196
33.7 19.1
3,5
50,9 60.3
5.5
52
293
EFA
30293
135 151
11
53.9
74.6 57.2
13.
EEB
4160
47 99
48
DEA
86 52
LOS
Delay (sec/veh)
26 325
7320
138 32s
Delay (sectueh)
11.5 10.3
1.5
55390
153 344
40554
205 312
58.1 29.7
251
295 293
5.1
75.2 51.2
ECA
1100
51 143
15.4 9.1
BAA
EDD
26
9.1
8330
276 79
66.1 60.8
EEA
000
033
0.0 1.0
AAA
3.7
EEA
0.5
000
000
2.0 0.1 0.0
AAA
41510
320 406
49.6 23.4
DCA
2
'1.5
3s
Delay (sec/veh)
105.9 38.3
5.9
FDA
3150
89 143
Delay (sec/veh)
13.0 10.1
LOS
LOS
BBA
18.9 27.5
BCB
71 405
32740
115 335
31720
70 879
17.5
48.4 59.8
24
FEC
8340
154 396
23
1.0
29.0 20.0
17.5
CBB
Delay (sec/veh)
Februory 5, 2074
30 31
137 't87
20
DEB
94 50
266
46310
214 n0
17.3
56.7 61.3
0,
19
EEA
50
232 180
180
64.9 41.8
43.0
EDD
74173
268 280
67 .7 55.8
EEB
000
066
0.0 0.4
AAA
1't7 43 0
599 362
3
100.2 52.4
8,
FDA
157
11.2
570
51620
63.0 75.4
1.
EEA
0.5
000
300
3.9 0.4
AAA
0.
Fnffsrc
En'E'(MHff.F
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PN U900032, CN-U900032
aupt|
4, Snrew
4.L Cnnsx Annlsrs
The intersection of West Zia Road and St. Francis Road is the key intersection to be evaluated in order to
determine how much impact will be when Zia Station is open to public. As part of the evaluation, five-year
crash data are reviewed and catalogued by the crash types based on ten-year crash report that was provided
by the Santa Fe Metropolitan Planning Area (SFMPO).
Figure 7 illustrates the current roadway condition and lane configuration at this intersection. St. Francis Road,
6-lane divided facility, is a major north-south arterial in the City of Santa Fe. West Zia Road is 4-lane divided
facility with continuous left-turn. The railroad track is 50 feet west of the intersection. Small plazas are
located at southeast corner and northeast corner. A total of t57 crashes were reported for the five-year
period analyzed. Table 17 provides a summary of the crash statistics for the predominant crash types.
Figure 7: Existing Geometry at West Zia Road and St. Francis Drive
Februory 5, 2074
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Enr,prB,tfrF
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Table L7:2007 -20t1Crash Statistic Summaries at West Zia Road and St. Francis Road
Accident
Overall Intersection
One Slopped
Rear-End
Sldeswip
Left-/Right Turn
Others
Total
cR#
CR%
cR#
cR%
cR#
cR%
cR#
cR%
cR#
cR%
33
21q/;
157
62
390A
23
15To
10
6%o
29
18o/"
Northbound
19
31To
39%o
40o/o
31To
24o/o
49
Southbound
24
39To
10
43o/o
30o/o
24o/o
13
39o/o
57
9%o
10o/o
21o/o
27o/o
32
9o/o
20o/o
24%
9To
19
Eastbound
14
23o/o
Westbound
8o/o
As indicated in Table 17, more than 50% of the predominant crashes occurred at northbound
and
southbounfdirections. At this intersection, 48 of the crashes were caused by follow to close and 29 crashes
were due to driver inattention. Roadway conditions at each leg are displayed in Figure 8.
ln addition to the statistics summarized in Table 17, other pertinent crash statistics are:
o
.
46 (29%l of L57 reported accidents involved injuries. This is equivalent to the New Mexico Statewide
average (29%l and slightly below City of Santa Fe average (37%) for 2010 (taken from the NMDOT
New Mexico Traffic Crash Annual Report 20L21. There were no fatalities.
Two of the crashes involved pedestrian and both involved southbound moving vehicle and were
identified as pedestrian error.
.
o
.
.
r
Top contributing circumstances of the crush at this intersection include following too close (40%),
driver inattention (25%), and failure to yield (8%)
One of the crashes involved railroad truck due to car parked on the track.
32 crashes in S-year were during 6 - 9 a.m. and 50 crashes were in 3-7 p.m.
Ten-year crash report also shows that there were total of 775 accidents at this intersection with 65 (37%)
involved injured from Year 2002-2006. When it compared to the past five years, the total number of crashes
as well as injured crashes was slightly decreased in 2007 -20L1.
Road
in the Sonto Fe
dated March 2012, this
intersection ranked 3'd based on total crashes in MPO Area and ranked 17th most hazardous intersection in
MPO Area based on MEV and Crash Severity. lt had 300% more crashes than would be expected based on
HSM Calculations. As mentioned above, the top crashes are the cause of follow too close and driver
inattention. One potential solution might be to add backplates with retro reflective borders to the traffic
signals. This simple addition would increase the contrast between the signal and the background, thus
increasing the visibility of the signal. This would decrease the number of crashes that occur due to drivers
failing to notice the red light quickly enough. Another recommended improvement that could be adopted
alongside the backplates would be to increase the time that the traffic signal is yellow. lncreasing the time
would allow drivers more time to react to the change and decelerate smoother, decreasing the chance that
they will be rear-ended by the car behind them. The adoption of these two improvements has the potential
to decrease the number of crashes at this intersection.
Based on
February 5,2074
22
PnRSowS
BRTNCTf;RI]OFF
Wd
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pN ueooo32, cN-ugooo32
u41n'T
Southbound Travel
February 5, 20L4
23
,zrnsoils
BEINCKffiHOFF
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lr
pN ue@032, cN-ueooo3z
Westbound Travel
Februory 5,2014
BR'NCKENHC,FF
llI
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tlutta
4,2
PEDEsrRrANCoNNEcflvrrY
The Santa Fe Rail Trail is currently located west of St. Francis Drive, north of West Zia Road the trail is
between rail road tracks and the roadway and south of West Zia Road, the trail is west of the rail road
tracks. The trail crosses West Zia Road at the west approach of the St. Francis Drive and west Zia Road
intersection at a crosswalk. Currently, the trail e)dends from Rabbit Road (south of lnterstate 25) to the
South Capitol Complex. There is a non-motorized underpass that is approximately 800-feet north of the
intersection that crosses under St. Francis Drive and provides a connection to the Gail Ryba Trail as
depicted in Figure 9. This crossin& in addition to the crosswalks at the St. Francis Drive and West Zia
Road intersection, connects the Rail Trail to residential and commercial areas east of 5t. Francis Drive.
However, it is assumed that the 5t. Francis Drive underpass may not be ideally located to serve as the
preferred crossing of the roadway for users of the Zia Platform. Pedestrians accessing the station from
locations directly off of and south of West Zia Road will likely not travel out of direction to the north and
would likely cross 5t. Francis Drive at the West Zia Road/St. Francis Drive intersection crosswalks.
The local trail network provides citywide connectivity from the Zia Platform throuBh-out the City of
Santa Fe via connections to other major City trail and on-street facilities including the Arroyo De Los
Chamisos Trail, Acequia Trail and River Trail. with increased pedestrian activity assumptions for Horizon
Year 2038, improvement on pedestrian safety and connectivity should be addressed. Pedestrian
connectivity assessment and recommendations for West Zia Road and St. Francis Drive were studied in
St. Froncis Drive throuqh the CiN of Sonto Fe Corridor Studv lnitiol Evoluotion of Alternotives Proiect daled
september 2009. The particular section is included in Appendix F.
Figure 9: Eike and Pedestrian Path Facilities
t
N
Februory 5, 2014
25
aagffi
mf,tEn#F
Ftt
IE
PN U900032, CN-U900032
lt4Q7
5.
The purpose of this study is to identify the signal timing and geometric improvements at the West Zia
Road and St. Francis Drive intersection to address the legislative need. Since the Zia Station is currently
not in service, another purpose is to identify the potential impacts to the adjacent intersections once Zia
Station is in operation.
The study area was evaluated through VISSIM micro-simulation for the following scenarios:
.
.
o
Pedestrian activity projection for Zia Statlon Open scenario was not available for the analysis, the
intersection operation conditions assuming 50% of cycles during each AM and PM peak hour would have
pedestrian calls served under Horizon year (2038) conditions.
ln general, the VISSIM simulation results indicate that the four study intersections are currently
operating at acceptable LOS during both AM and PM peak hours under the existing conditions. They will
continue operale at acceptable LOS when Zia Station is in operation.
Under Horizon Year (2038) with increased pedestrian activity assumptions, the following two
intersections would operate deficiently during AM or PM peak hour:
.
.
The heavy eastbound left turn volumes at West Zia Road and St. Francis Drive will produce spill back
vehicles beyond Galisteo Road access under 2038 conditions. As a result, the unsignaliazed intersection
of West Zia Road and Galisteo Road will deteriorate to tOS F. To increase the eastbound capacity on
West Zia Road, three left turn lanes and three through lanes with one shared right turn lane are
proposed between Galisteo Road and St. Francis Drive as shown in Figure 6. lt should be noted that
additional right of way would need to be acquired with the implementation of Zia Road widening. At rail
crossing and St. Francis Drive / West Zia Road inteBection, the existing signal equipments for railand
vehicular traffic control would need to be relocated and updated. As part of the widening, the existing
Zia Station platform on thesouth side of West Zia Road will also be impacted. Hence, the further
engineering study is strongly recommended to evaluate the potential impacts and design needs
associated with the proposed West Zia Road widening. lt is also recommended that a chain link fence
between railroad and St. trancis Drive beBinning at West Zia Road and extending well south of platform
to prevent pedestrians crossing the railroad track.
Additional train to wayside detector is recommended for the northbound train crossing that would
minimize the impact of rail crossing to the intersection of St. Francis Drive and West Zia Road. With the
train to wayside detector, the intersection will operate in a normal cycle sequence when a northbound
commuter rail is arriving and dwellinB at the platform. The gates remain in the upright position until the
train to wayside detector is activated. The preemption of the traffic signal will be activated prior to
northbound train leaving the station. That activation would initiate the traffic signal track clearance
Februory 5, 2074
26
FnRSrdS
BNrcKEN''o|FF
llI
:itl
tutua
interval and when completed would allow the gates to be lowered for safe passage of the train. For the
southbound train,
clears
intersection.
Since more pedestrian activities were assumed in Horizon Year 2038 at West Zia Road and St. Francis
Drive, the controller will go out of coordination for that cycle when eastbou nd-westbou nd pedestrian
phases are activated. To maintain the coordination as well as serve more pedestrians activities, refuge
for east-west pedestrians are recommended at West Zia Road and St. Francis Drive. With a
refuge island, the east-west pedestrians crossing time will be reduced because itwould be serviced
islands
through two vehicular phases. The lag phases for eastbound and westbound left movements (phase
The site plan for Zia Station was not reviewed as a part of this study and therefore a more
comprehensive evaluation of the functionality and operations of the site should be conducted with
respect to safety. However, as noted in Section t" pedestrians are currently able to access the Zia
Platform form the shoulder of St. Francis Drive by crossing the rail road tracks which should be
prevented. The installation of a chain link fence or other barrier between St. Francis Drive and the rail
road tracks in the vicinity of the platform is recommended. This will reduce the likelihood of pedestrians
crossing the rail road tracks at locations that are not defined crossings.
ln conclusion, to open Zia Station may not have adverse impact on the study intersections under Existing
Conditions. However, it is recommended to monitor pedestrian activities along West Zia Road as it may
impair operational performance at Galisteo Road and at St. Francis Drive when pedestrian activity is
significantly increased. ln the Horizon Year (2038) when Zia Station is in use, additional capacity along
West Zia Road is recommended to maintain overall intersection performance at LOS D or better.
Februdry 5, 2014
27
i{r
W{CTiEnH(EF
Appendices
Februory 5,2074
Hffi
w&r(EFir'oFiF
Appendix A: Memorials
February 5,20L4
ETR'OMgnjl''CKffiHOFF
The Legislature
of the
State
50th
of New Mexico
Legislature,
LAWS
zrd'. .Session
2oL2
CHAPTER
HOUSE MEMORIAL
45, as
amended
Inroduced by
REPRESENTATIVE
JlM R. TRUJILLO
REPRESENTATIVE BRIAN
F. EGOLF
MEMORIAL
FOR
IN
A TRAFFIC
STUDY
SANTA FE.
8
o
1.0
l1
'tD
l3
14
l5
t6
1?
I8
I9
20
21
a,a.
24
25
highway 84/285
of tlansportationi
and
of trafflc; and
WHEREAS, the railroad tracks for the Nelr Mexico rail
runner express are on rrest Zia road, Just a few feet nest of
Saint Francls drive-sest Zla road, Lntersection; and
the
Nen Mexico
NO}I, TEEREFORE, BE
IT
RESOLVED
BY THE
ITOUSE OF
ff
that the deoartnent
'
45
Page I
of transportatlon
condltlons;
6
7
8
9
10
l1
t2
and west
and
T4
15
16
I7
Noveober
l,
2012; and
I8
19
20
2I
22
e3
25
HM 45
Page
TE?HEN
The Legislature
of
State of
-soth
the
New Mexico
zotz
CHAPTER
SENATE UEMORIAL
4I
Introduced by
SENATOR I{ANCY RODRIGITEZ
A Un{ORIAL
IMERSECTION
IN
ZIA
ROAD
SANTA FE.
5
6
7
hlghway 841285
of tratrsportationi
ll
L2
IO
i3
L4
15
l6
L7
t8
I9
20
ZI
22
23
24
25
I{mR.EAS,
I{EEREAS, aa
Daln transportatioa
of treffic; and
ITEEREAS, the railroad tracke for tbe Nelr Mexico rail
runner expreas are on weat Zia road, Just a few feet lrest of
Saiot Francis drive-weet Zia toad Loterseetioo; and
the
Nelr Mexlco
NOI,I, TEEREFOR.E, BE
IT
RESOLVED
BY
1IE
SENATE OF THE
SM
4l
Page
Salnt Francie drlve aod lrest Zia load for curreat tlafflc
4
5
5
7
8
9
t0
ll
T2
t3
t4
15
l5
t7
l8
t9
20
2L
22
23
24
25
sM
4l
Page
M. NaraoJo,
Ghiei
Februory 5,2074
mffi
ffi,(FlTI'ffiF
MEUORI.AL
IN?ERSECTION
IN
ZIA
ROAD
SAIfTA FE.
5
6
7
hlghway 84/285
of traDsportationi
l0
II
It
l3
I4
I5
15
L7
I8
I9
20
2T
22
23
24
25
I{mREAS,
and
DaJ
or eest-lrest stlreet
10
and
runnef express are on rre6t zLa road, Just a ferc feet lreat of
Saint FraDciB drlve-lrest Zia road iutersection; and
the
l{ew Mexico
NOII, TEEREFOPJ, BE
IT
SM 4l
Page
I
2
3
4
5
6
7
8
9
l0
ll
t2
l3
T4
t5
l5
L7
IE
l9
20
2L
22
23
24
25
drlve
su 4l
Page 2
February 5,2074
FIrRtots
8fi,E{cKER'fiFF
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Corr"ultingl LIC
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No
Page
shfiso
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19
07:4sl e5
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08:oo |
86
08:15 |
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08:30 |
78
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s20
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s8
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lsei
I7 26
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12 22
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13
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147
142
134
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22
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t13
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BI.ANK *'
31 23 56
j| 60 29 75
Total I
91 46 131
15:30
15:a5
j s4
| 41
| 36
| 39
Total i 170
17:00 |
37
17:15 |
34
17:30 |
36
16:00
16:15
16:30
16:45
17;{5
Total
18:00
18:15
Grand Total
Apprch %
Total %
Cars
7r CaIC
Trucks
% Trucks
lo
|i 137
zs
13
17
20
75
23
18
26
?s
92
550
470
620
590
223
78
75
74
80
307
rro
15c
268
134
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0
0
0
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30 18 45 0
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40 17.1 42.s
4,5 t-e 4.9
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101
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a2 1E a16
115
118
aoal
s3 53
49
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107 96
39 29
34 ze
zg 94
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133 119
1381 56
127, 29
136 29
135- 16
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517
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3201
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0
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15 230
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555
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429
392
8486
39.7
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98.4
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1168
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4180
168
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1082
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1217 1220
1134 1137
1003 J005
4651 4660
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15
32
30
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308 111
7 20.1
_
Trucks
% Trucks
1.0
0.9
2.2
100
159
147
553
20
27
36
116
35.2
12
21
22
87
22
39
30
54
87
88
127
330
60 493
91 557
77 517
71
418
299 1985
297 1964
99.3 98.9
221
0.7 1.1
329
99.7
115
99.1
,|
0.3
0.9
23
50
82
87
242
16 209
27 240
43 255
48 _ 205
134 969
576
698
676
576
2526
242
2503
100
0
0
99.1
23
0.9
13
238
23
37
290
335
91
__91
104
__ 8.6
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11J 80.3
.6e8 _ t!4_ lQ_3 ,
134 937 102
100 96.7
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3.3
0
98.1
1.9
1207
371
1'173
968
123/.
1246
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4616
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4551
97.2
34
2.8
98.6
65
't.4
512
703
649
105E
1297
1217
00'-0_
.L1_34
2464
4706
32
56
29
29
39
37
3/-18
146
Total Volume
27
41
40
28
136
13
17
16
22
13
721
114
18
6t1
871
'14
711
--1441-
463
639
600
_ 549
69 2251
18_
33
42
36
3l
144
zct
Cars
86
% Cars
98.9
Trucks
o/o
Trucks
1.'l
516
99.4
3
0.6
69 2230
100 99.1
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0.9
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138
95.8
6
2437
98.9
27
4656
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File Name
Site Code
Start Date
Page
No
qxqu.
I 64 10
| 1os 20
I 101 36
o1i45l 't43 82
Total 413 '148
o8:oo | 114
66
08:15 I 112
61
08:30 |
7e
32
_95
-08:45 | 128
Total I 433
194
o7:oo
07:15
07:30
| 105
93
|
Total i 198
15:30
15:45
|
|
|
I
Total,
16:00
16:15
16:30
16:45
105
90
72
107
374
17:00
17:15
17:30
17:45
Totat
| 66
| 97
I 77
| 81
i 321
18:00
18:15
60
84
2050
66.7
Grand Total
Apprch 06
Cars
% Cars
Trucks
06 Trucks
2042
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8
0.4
45
20
82
12
90
31
71
32
122
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327
53
12
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98
24
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20
27
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50
130
16
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35 17
33
I
34 14
123 53
31 16
29 11
770 255
25 8.3
764 239
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149 13
234 |
20
592't 47
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24
1761 39
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16
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320 i
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126
110 I
174
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158
156
52
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5
12
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57
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18
151
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20
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100
58
73
60
34
225
59
72
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4
17
15
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54
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169 29
131 34
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278 42
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1536 244
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203
303
462
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154 63
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75 299
58 312
133 611
62 367
54 335
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120
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264
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134
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236 1422
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7172i 98s 5934 2165
, 10.8 65.3 23.8
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98 e8.1 ee.3
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St Francis Dr
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Peak Hour Analysis From 06:00 to 09:1 5 - Peak 1 of
Peak Hour for Entire lnterseclion Begins at 07:30
07:30
07:45
000
000
000
0
000
08:00
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Total Volume
Cars
%o Cars
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% Trucks
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000
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680 1143
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82
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101
143
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Cars
187
23
23
31
26
45
58
62
88
113
15
18
26
29
462
558
517
396
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Trucks
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2
0.4
245
743
30
96.8
100
0
0
99.6
3l
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3.2
139
__2_5.6
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100
03
o
136
97.8
2.2
92
95.8
4
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174
100
149
48
95
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643
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52
122
198
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98.0
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354
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1240
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268
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2.9
193
97.1
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2.9
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514
37
62
100
74
273
31
468
99.6
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% Cars
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20
24
149
234
100
03
0
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0.6
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67
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56
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56
539
43
323
99.7
10
0.3
47
43
33
47
170
138
32
195
205
190
12
19
240
233
736
75
859
1779.7
242
169
734
100
99.4
99.7
2
0.3
0.6
30
36
50
144
1078
14'l
191
257
288
302
60
75
66
360
536
583
785
688
451
_418
1152
378
1329
1212
1785
.!3x
67
89.3
't0.7
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98.4
14
97.9
3
1.6
2.1
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97.7
25
2.3
674
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1762
98.7
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Co,n"rrtingy LLC
File Name
Site Code
Start Date
Page No
St Francis@Sawmill
00000000
3t12t2013
1
.o' ] ,*r
07:00 29
07:15 I
54
07:30 I
s2
07:45 | 10e
0 11
1240
2170
1?40
Total | 284
4760
08:00
82
2350
08:15
95
3190
08:30
69
5130
3 ?5
_ !Q-451 86 ,
Totar I 332 13
9,
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15:45
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I
I
82
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| 102
I 66
16:30 86
16i451 8q
Totar | 334
17:001 92
17:151 67
17:30 |
64
11:451 54
Totat i 277
16:00
16:15
18:00
18:15
Grand Total
Apprch %
lolal%
_
Cars
% Cats_
Trucks
06 Trucks
0
0
0
0
0
3
6
15
1
5
11
6
23
58
56
43
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218
53
61
60
53
227
79
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134
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o
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3
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0
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119
117
87
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I
284
163
2124405845436
1635042i37368
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3
2
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125
567
4
17
26 34 285
L) .t49
33 ?A1
168
1350
25
37
512
154
132
147
lf!
21001432
18.1 00213
177300
5210303330000333086290
103104857417104753118510
9_ 47 A _ 601 16 509 4 o
5.8 1 4 135 71
26 109 0
152 i 198 1407 5
0 161b 8 qa fi1
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5
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397380842
1586 79 870 0 2535 i 68
62.6 3.1 94.3
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2469 i
66
9.8.? e7,5 5.e o 9741 97.1
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20296711952
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0 1504
102171818242
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25242343387210
21s020i211553
419025201703
7 12 0
19i 36 163 s
9 Je q _4i ]? 197 3
16 65 0
87 99 655 14
518028181705
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4 12 0
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g 24 0
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653 5016 66
100 90.5 rco 97.3; 95.6_ 9i'.7 10q
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0 3.5 o
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12 158
11 159
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66
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17 262 97
15 233 92
32 495 189
0
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29 302 124
193
22 2U 102
0
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28 306 99
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7681 11 1177 435
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193
38 465 114
0
232I 31 412 110
0
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38 395 120
1 ?99i 45 306 83
2
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1
151 33 255 71
2
1191 28 228 64
I 5885 I 413 4s26 1697
5.9 70 Z.t.,t
36.5 | 2.6 30.6 10.5
57441 403 4781 1672
1qQ gzd I .e7.6 97.1 e8.s
150 I
10 145 2.5
0 2.5 I 2.4 2.9 1.5
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rot"tl
177
198
262
969
1006
0
0
241
0
0
229
178
884
't72
o
0
I
I
210
605
236
376
727
_0
340
694
1421
tnt.
0 375 375
0 5s7 557
0 806 806
0 993 993
0 2731 2731
0 900 900
0 800 800
0 663 663
0 630 630
0 2993 2993
108
115
175
379
177
198
262
369
1006
204
to,"'
716
455
388
433
447
1723
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0
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984
953
890
617
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553
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0
434
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0
0
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0
o
359
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7036
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97.4
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788
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546
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1425
817
732
788
810
3147
985
953
890
792
3620
663
548
16133
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0
0
0
0
15719
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From 06:00 to 09:1 5 - Peak of
-
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br
217
't
07:451
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8
Total Volume
Cars
373
% Cars
Trucks
o/o
Trucks
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Trucks
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i
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2
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119
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472
98.1
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31
47
44
i
60
58
43
57
76
45
417
509
436
14
118
135
158
37
100
154
98.1
3
1.9
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209
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98.6
,8.6 I
6
31
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51
71
806
993
900
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70
2.0
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210
69
241
_ _06
236
257
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1704
252
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100
98.1
5
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97.0
26
1.5
0
0
3.7
305
465
412
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1577
97.0
552
98.4
3.0
9
1.6
228
710
49
212
1.9
26
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110
447
809
114
617
553
559
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661
153
561
11
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20.9
2170
98.9
2131
98.2
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98.0
325
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Groups,Pri4!gd- Cqrs_-lruc ks
Galisteo Rd
Zia@Galisteo
00000000
3t12t2013
1
0330033
0320032
0530053
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0
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19
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0
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191
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196 196
274 274
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909 909
346 U7
329 329
276 276
251 _251
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0
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17:151 O 129 4
17:301 0 116 2
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095
0 104
't 27't7
0 98.3
41.61
1!0
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o
0
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Trucks
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9_9.e
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0
0
0
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222 1 O
202 1 0
167 0 __0_
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129
357 2989 6
10.7 89.2 0.2
110i 33
1331 36
118 43
1j5._L8
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25
355 2528 5
994 98 83 3
100
269 1
2591 3
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0
0
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0
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11
012
10
112
7
375
15
121
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408
91.9
25
0.5 28.6
000
000
001
000
00
00
10
30
500
1
1.2
33.3
346
40,3
749
346
4A3
749
0
t!
2
2
15
263
265
275
277
6531
6546
50
0
0
0 64r',4
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0
Zia Rd
Galisteo Rd
Eastbound
Peak HourAnalysis From 06:00 to 09:15 - peak 1 of
Peak Hour fur Entire lntersedion Begins at0Z:45
O7:45
08:00
08:15
Total Volume
%App. Total
Cars
% Cars
Trucks
% Trucks
01971
01826
01420
o
121 __1
06428
142
.000 ,_
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06388
0 99.4
040
0
0
o
0
646
99.4
4
0.6
100
__ 116
't00
6
81290
71530
198
188
28
96.6
486
3.4
95.7
22
4.3
16
33
36
128
2't8
236
222
878
50.0
1
50.0
515
95.5
24
4.5
3026
2019
2025
1017
8087
8.4
0 91 6
7
087
87.5
0
100
00
12.5
00
% Trucks
0 486 13
0 99.0 100
0505
0
1.0
0
21
27
0
0
0
0
0
0
0
0
0
0
0
0
0
0
333
346
329
0
.!Q-0_ _.qaq _
00
00
00
00
1284
-"?76
0
0
0
0
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1255
97.7
29
2.3
0
0
0
409
394
404
143
110
133
1
0
0
1
2
234
269
259
3029
1014
309
.583
499
99.0
1.0
00
0
0
868
98.9
10
1.1
2
100
0
0
32
15
12
000
000
000
1008
1a3
Cars
o/o
Cars
Trucks
29
_
_
__q_
.000
100
0
0
0
0
99t,
.526
61
q
0_ 100
Ir .000
L
.2501
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68
0
.531
1000
100
0
0
0
0
0
0
0
0
00
100
_goq
1 566
100
0
99.1
15
0.9
NB
sB
Total
Pit Peak
NB
sB
Total
2011
2,900 3,020
1,480 1,720
4,380 4,740
017%
0.63%
0.33%
3,470 3,670
5,170 5,580
0.23Vo
0.32%
EB
wB
Plt Peak
EB
wB
Total
2011 2035
840 910
570 660
AnnualGrowth Rate
2011
500
't,300
1,800
2035
0.330/0
0.610/0
580
'1,260
1,8/O
-0.130/0
0.09%
Appendix
Februory 5, 2074
E: VISSIM
Output Reports
FNRSffi
MXEftfi,F.F
kbruory
2014
Tffi
nmtnrffi
File: q:\trftprojects\santafe-ziastationvissim\existing
am\existing am,inp
Comment:
I; t;
2;
3;
No.:;
2;
3;
4; 4;
Name;Siringo to Rodeo;Siringo to Rodeo;Rodeo to Siringo;Rodeo to Siringo;Candelero to Development
Signal;Candelero to Development Signal;Development Signal to Candelero;Development Signal to
Candelero;
4500; 153.3; 105; 175.0; L39; 94.4;27t; 98.4; 128;
Table ofTravelTimes
File: q:\tr^projects\santafe-ziastation$bsim\existing
am\existing am.inp
Comment:
Date: Wednesdav, April t7,2013 2:31:29PM
VISSIM: 5.40-08 [388781
No.
No.
No.
No.
t; L;
2;
3;
No.;;
2;
4; 4;
3;
Name;Siringo to Rodeo;Siringo to RodeoiRodeo to Siringo;Rodeo to Siringo;Candelero to Development
Signal;Candelero to Development Signal;Development Signalto Candelero;Development Signal to
Candelero;
4500; 149.5; 103; 182.3; I3L; !O2.0;245; 9O.7; 116;
File: q:\trflproiects\santafe-ziastation\vissim\existing
am\existing am.inp
Comment:
Date: Wednesday, Aptil t7, 2Of3 253:f2 pM
VlSSlM: 5.40-08 [38878]
No. 1(Siringoto Rodeo ):from link 45at 1803.8 ft to link L3 at 1232.1ft, Distance 5790.5 ft
No. 2 (Rodeo to siringo ):from link10160at 17.7fttolink 47at 953.3 ft, Distance s891.8ft
No. 3 {candelero to Devel..): from link 10088 at 29.8 ft to link 79 at 193.0 ft, Distance 1729.8 ft
No. 4 (Development signal..): from link 10073 at 6.4 ft to link 10091 at 34.2ft, Distance 1853.3ft
Time; Trav;#Veh; Trav;#Veh; Trav;#Veh; Trav;fVeh;
VehC;
94.6;283; 97.2;
tlz;
File: q:\trf\projects\santafe-ziastationvissim\existing
am\existing am.inp
Comment:
Date: Wednesday, April t7,2013 2:34:59 pM
VlSSlM: 5.40-08 [38878]
All;;
No.:; 1; !; 2; 2; 3; 3; 4;
4;
Name;Siringo to Rodeo;siringo to Rodeo;Rodeo to siringo;Rodeo to siringo;candelero to Development
signal;candelero to Development Signal;Development signal to candelero;Development signal to
Candelero;
4500; 149.6; L04; L75.3; t42; 95.4;270; 90.2; ]-3.3;
File: q:\trflprojects\santafe-ziastationVissim\existing
am\existing am.inp
Comment:
Date: Wednesday, April17,2013 2:36:45 PM
VISSIM: 5.40-08 [38878]
No.
No.
No.
No.
1 (Siringo
5790.5
ft
at
6.4fttolink1OO91
at
t; t;
7;
3;
No.:;
2;
3;
4; 4;
Name;Siringo to Rodeo;Siringo to Rodeo;Rodeo to Siringo;Rodeo to Siringo;Candelero to Development
Signal;Candelero to Development Signal;Development Signal to Candelero;Development Signal to
Candelero;
450o; L48.2; LI4; t86.5; L43; 98.9;25It 94.4; L40;
Table ofTravelTimes
File: q:\trf\projects\santafe-ziastationvissim\existing
am\existing am.inp
Comment:
Date:
No.
No.
No,
No.
1 (Siringo
to Rodeo ):from
link
45 at 1803.8 ft to
at
t; t;
2;
3;
No.:;
2;
3;
4; 4;
Name;Siringo to Rodeo;Siringo to Rodeo;Rodeo to Siringo;Rodeo to Siringo;Candelero to Development
Signal;Candelero to Development Signal;Development Signal to Candelero;Development Signal to
Candelero;
45Q0; L48.2; LO5; L7 4.6; L37 ; 136.2; 253; 99.7 ; !34;
File: q:\trf\projects\santafe-ziastationvissim\existing
am\existing am.inp
Comment:
Date: Wednesdav, Apfil L7,2Ot3 2:40:L7 pM
VISSIM: 5.40-08 [38878]
No
at
0.4
ft to link 10091
at
All;;
No.:; t; l; 2; 7; 3; 3; 4;
4;
Name;Siringo to Rodeo;siringo to Rodeo;Rodeo to siringo;Rodeo to siringo;candelero to Development
Signal;Candelero to Development Signal;Development Signalto CandeleroiDevelopment Signal to
Candelero;
4500;?.43.7; L07; 181.5; 144; LOL.O;262; 98.8; 133;
File: q:\trf\projects\santafe-ziastationvissim\existing
am\existing am.inp
Comment:
Date: Wednesday, April L7,2Ot3 2:42:!0 PM
VISSIM: 5.4G08 [38878]
No.:; L; L; 2; 2; 3; 3; 4;
4;
Name;Siringo to Rodeo;Siringo to Rodeo;Rodeo to Siringo;Rodeo to Siringo,Candelero to Development
Signal;Candelero to Development Signal;Development Signal to Candelero;Development Signal to
Candelero;
450o; t47.8; r14;186.2; t4O; 126.2;229; 113.6; 130;
File: q:\trf\projects\santafe-ziastationvissim\existing
am\existing am.inp
Comment:
Date: Wednesday, April17,2013 2:43:55 PM
Vl55lM: 5.4G08 [38878]
No.:; \ l; 2; 2; 3; 3; 4;
4;
Name;Siringo to Rodeo;Siringo to Rodeo;Rodeo to Siringo;Rodeo to Siringo;Candelero to Development
Signal;Candelero to Development Signal;Development Signal to Candelero;Development Signal to
Candelero;
4500; 145.4; 105; 186.3; 745; M.5;247; L02.6; L26;
am.inp
Comment:
at
at
6.4ftto|ink10091
at
All;;
No.:; t; L; 2; 2; 3; 3; 4;
4;
Name;Siringo to Rodeo;Siringo to Rodeo;Rodeo to Siringo;Rodeo to Siringo;Candelero to Development
Signal;Candelero to Development Signal;Development Signalto Candelero;Development SiEnal to
Candelero;
4500; 143.5; 100; 186.6; '146; fOO.2;258; 1023; f35;
File: q:\tr^projects\santafe-ziastationvissim\existing
pm\existing pm.inp
Comment:
Date: Wednesday, Aptil L7,2013 9:53:33 AM
VISSIM: 5.40-08 [38878]
No.
No.
No.
No.
from
link
45 at 1803.8 ft to
at
link
13 at 1232.1
at
at
No.:; t; \
4;
File: q:\trf\projects\santafe-riastation\vissim\existing
pm\existing pm,inp
Comment:
Date: Wednesday, Aptil L7,2013 9:55:20 AM
VISSIM: 5.40-08 [38878]
No. 1 (St. Francis 5B - S..): from link 45 at 1803.8 ft to link f3 at !z3Z.tft, Distance 5790.5 ft
No. 2 (St. Francis NB -Ro..): from link 10150 at 17.7 ft to link 47 at 953.3 ft, Distance 5891.8 ft
No. 3 (Zia EB- Candelero ..): from link 10088 at 29.8 ft to link 79 at 193.0 ft, Distance 1729.8 ft
No. 4(ZiaWB- Developm..): from link 10073 at 6.4fttolink10091 at 34.Ztt, Distance 1853.3 ft
Time; Trav;#Veh; Trav;fVeh; Trav;#Veh; Trav;#Veh;
VehC; All;; All;; All;; All;;
I; L;
2;
3;
No.:;
2;
3;
4; 4;
Name;St. Francis SB - Siringo to Rodeo;st. Francis 5B - Siringo to Rodeo;St. Francis NB -Rodeo to
Siringo;St. Francis NB -Rodeo to Siringo;Zia EB- Candelero St to Development Signal;Zia EB- Candelero St
to Development Signal;Zia WB - Development Signal to Candelero St;Zia WB - Development Signal to
Candelero St;
450O; t6L.4;312; r37 .0; 48; L0f.4; f47; 97.3; 199;
File: q:\trflprojects\santafe-ziastation\vissim\existing
Pm\existing pm'inp
Comment:
No.:; L; l; 2; 2; 3; 3; 4;
4;
to
Siringo;St. Francis NB -Rodeo to Siringo;Zia EB- Candelero 5t to Development Signal;Zia EB- Candelero St
to Development signal;Zia WB - Development Signal to Candelero SUzia WB - Development Signal to
Candelero SU
45Wi 167.3;343t 144.7; 34; 93.1; 159; tOI.2;2I9;
File: q:\trflprojects\santafe-ziastationvitsim\existing
pm\existing pm.inp
Comment:
Date: Wednesday, April t7,2013 9:59:02 AM
VlSSlM: s.4G08 [388781
No.
No.
No.
No.
VehC;
File: q:\trflprojects\santafe-ziastation\vissim\existing
pm\existing pm,inp
Comment:
Date: Wednesday, April !7,2013 10:OO:49 AM
VISSIM: 5.40-08 [38878]
No. 1 (st' Francis sB - s..): from link 45 at 1803.8 ft to link !3 at !232.!fr, Distance 5790.s ft
No. 2 {st. Francis NB -Ro..): from link 10160 at 17.7 ft to link 47 at 953.3 ft, Distance 5891.8 ft
No. 3 (zia EB- candelero ..): from link 10088 at 29.8 ft to link 79 at J.93.0 ft, Distance 1729.8 ft
No. 4(ziawB- Developm..): from link 10073 at 6.4fttolink10091 at 34.zft, Distance 18s3.3ft
Time; Trav;fiVeh; Trav;#Veh; Trav;#Veh; Trav;#Veh;
VehC;
No.:;
!043; 216;
Table ofTravelTimes
File: q:\trflprojects\santafe-ziastation\vissim\existing
pm\existing pm.inp
Comment:
Date: Wednesday, April t7,2013 t0:02:33AM
VISSIM: 5.40-08 [38878]
No.
No.
No'
No
1 (st. Francis 58 - s..): from link 45 at 1803.8 ft to rink L3 ar rz3z.Lft, Distance s790.5 ft
2 (st. Francis NB -Ro..): from link 10160 at 17.7 ft to link 47 at 953.3 ft, Distance 5891.8 ft
3 (zia EB- candelero ..): from link 10088 at 29.8 ft to link 79 at 193.0 ft, Distance 1729.8 ft
4 (zia wB - Developm..): from link 10073
g4.zfl, Distance 18s3.3 ft
6.4 ft to link too91
at
at
No.:;
File: q:\trflproiects\santafe-ziastationvissim\existing
pm\existing pm.inp
Comment:
No.:; L; t; 2; 2; 3; 3; 4;
4;
to Rodeo;St. Francis SB - Siringo to Rodeo;St. Francis NB -Rodeo to
Siringo;St. Francis NB -Rodeo to Siringo;Zia EB- Candelero St to Development SiBnal;Zia EB- Candelero St
to Development signal;zia wB - Development signal to candelero st;zia wB - Development signal to
Name;St. Francis SB - Siringo
Candelero St;
Pm.inp
Comment:
No. 1 (St. Francis SB - S..): from link 45 at 1803.8 ft to link L3 at 7232.1i1, Distance 5790.5 ft
No. 2 (St. Francis NB -Ro..l: from link 10150 at !7 .7 ttlo link 47 at 953,3 ft, Distance 5891.8 ft
No. 3 (Zia EB- Candelero ..): from link 10088 at 29.8 ft to link 79 at 193.0 ft, Distance 1729'8 ft
No. 4(ziaWB- Developm..): from link 10073 at 6.4fttolink10091 at 34.2tt, Distance 1853'3ft
Time; Trav;#Veh; Trav;#Veh; Trav;#Veh; Trav;fVeh;
All;;
VehC;
No.:;
File: q:\trflprojects\santafe-ziastationVissim\existing
pm\existing pm,inp
Comment:
Date: Wednesday, April !7,2013 10:07:59 AM
VlSSlM: 5.40-08 [38878]
No. 1 (st. Francis sB - 5..): from tink 45 at 1803.8 ft to link 13 at rz32.Ltt, Distance 5790.5 ft
No. 2 (st. Francis NB -Ro..): from link 101G0 at 17.7 ft to link 47 at 9s3.3 ft, Distance s891.8 ft
No. 3 (Zia EB- candelero ..): from link 10088 at 29.8 ft to link 79 at 193.0 ft, Distance 1729.8 ft
No. 4(ziawB- Developm..): from link 10073 at 6.4 ft to link 10091 at 34.zft,Distance 1853.3 ft
Time; Trav;#Veh; Trav;#Veh; Trav;#Veh; Trav;#Veh;
VehC;
No.:;
!61;
95.3;ZOL;
File: q:\trflprojects\santafe-ziastationvissim\existing
Comment:
Date: Wednesday, April
VISSIM: 5.40-08 [38878]
L7
pm\existing pm.inp
,2013 t0:09:42 AM
No. 1 (st. Francis sB - s..l: from link 45 at 1803.8 ft to link 13 at r232.!!t, Distance s790.5 ft
No. 2 (5t' Francis NB -Ro..): from link 10160 at 17.7 ft to link 47 at 953.3 ft, Distance 5891.8 ft
No. 3 (zia EB- candelero ..): from link 10088 at 29.8 ft to link 79 at 193.0 ft, Distance 1729.8 ft
No. 4 (zia wB - Developm..): from link 10073 at 6.4 ft to link 10091 at 34.zlr, Distance 18s3.3 ft
Time; Trav;#Veh; Trav;#Veh; Trav;fVeh; Trav;fiVeh;
VehC;
All;;
No.:; L;
Februory 5,2074
Hffi
mf,BrtrF
1: Siringo
/St Francis
2:Zia-St Francis
3:
Sawmill/St Francis
5: Zia
/ Galisteo
File:
q:\trf\projects\santafu-zlastatlon$lsslm\exbttng
Date:
Comment:
Node
Node
Node
Node
1: Siringo
Wednesday,
am\erdsting am.lnp
/ 5t Francis
2: Zia St Francis
/ St Francis
Galisteo
3: Sawmill
5: Zia
1;
1;
1;
1;
1;
1;
1;
1;
N-SW;
!;
W.S;
N-E;
ts7;
t;
$w
7;
S-N;
1;
!;
2;
2;
2;
2;
2;
2;
21
2;
108;
286i
2018;
$E;
254;
All;
2;
2;
).
3;
3;
3;
3;
3;
3;
3;
3;
3;
E-w; L46;
9N; 1958;
S-E;
308;
W-N; 432;
W-E; 217;
W-S; 28t
All; 4795',
W-N;
9N;
385;
t78O;
N-S;
N-W;
501;
28t;
10;
5;
5;
5;
5;
5;
5;
5;
o;
13.3; 0.8;
72.9;
5;
5;
8O2.t;
L72.5;
N-E; 4O1'
All; 3606;
5;
6r.2; 37.5;
3;
3;
28.3; 24.4;
S-W; 2!7;
3;
110.2;
4676',
N-E; 183;
2;
2;
4O.O; 278.4;
30.6; 8.5;
$W;
W-S; tl,
w-E; il2;
11.6; t0.a;
L22.O;
15.1; 10.3;
300.3;
26.7;
L't;
2.1; L7!.1;
14318;
25.9i 27.5;
853.3;
[3Sg78]
File:
1: Siringo / 5t Francis
2: Zia St Francis
3: Sawmill / 5t Francis
5: Zia / Galisteo
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
2;
2;
2;
2;
2t
2;
2;
2;
2;
2;
2;
2;
2;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
327.5;
110.8;
0.0;
Flle:
Comment:
Node
Node
Node
Node
1: Siringo
St Francis
2: Zia_St Francis
3l Sawmill/ St Francis
5: Zia / Galisteo
ftl
1;
1;
1;
1;
1;
1;
1;
t;
1;
1;
1;
1;
1;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
t04;
38.1; 20.5;
132.5;
N-SW;
278.6;
128.8;
0.0;
31.0;
42.1; 725.8;
ftl
File:
q:\trflprcjects\santafe-zlastationvissim\exlsting
Comment:
Node
Node
Node
Node
Date:
1: Siringo
am\existlng am.inp
St Francis
2: Zia St Francis
/ St Francis
Galisteo
3: Sawmill
5: Zia
5.rl0{g [3gg7g]
File:
Comment:
Node
Node
Node
Node
Date: Wednesday,Apr'tt7,2Ot32:42;L0PM
1: Siringo
St Francis
2: Zia_St Francis
3: Sawmill
5: zia
St Francis
Galisteo
ftl
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
2;
2;
2t
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
5;
5;
5;
St
5;
5;
5;
5;
5;
5;
0;
285.2;
0.0;
33.3;
!165.3t
Flle:
q:\trflprojects\santafe-ziastatbn\vlssim\exisfing
Comment:
Node
Node
Node
Node
Date:
1: Siringo
Wednesday,
am\existing am.inp
St Francis
2: Zia_St Francis
3: Sawmill
5: Zia
/St Francis
Galisteo
ffi
1;
1;
1;
X;
1;
1;
1;
1;
1;
1;
0.0;
715.3;
2;
2;
2;
2;
2;
2;
3t
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
File:
Comment:
Node
Node
Node
Node
1: Siringo
St Francis
2: Zia St Francis
/ St Francis
/ Galisteo
3: Sawmill
5: Zia
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
2;
2;
2;
2;
7;
2;
2;
2;
2;
2;
2;
2;
2;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
1253.2;
678.O;
Flle:
Comment:
Node
Node
Node
Node
1: Siringo / St Francis
2: Zia_St Francis
3: Sawmill / St Francis
5: Zia / Galisteo
1:5irin8o
/5t
Francis
2r Zia_St Francis
3:
Sawmill/ St Frencis
/Galisteo
5: Zia
ftl
File:
Comment:
ftl
1j
1;
1,
1j
1;
1;
1;
1;
1;
1;
1;
I;
2j
2;
2;
2;
2;
2t
2;
2;
2;
2;
2;
2;
3;
3;
3;
3'
3;
3;
3;
3;
3j
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5j
5;
0;
229.3;
File:
Comment:
Node
Node
Node
Node
1: Siringo
St Francis
2: Zia_St Francis
/ 5t Francis
Galisteo
3: Sawmill
5: Zia
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
Flle:
Comment:
Date: Wednesday,Apr'ttl,2Ot310:00:49AM
Node
Node
Node
Node
1: Slringo / St Francis
2: Zia St Francis
3: Sawmill / St Francis
5: Zia
Galisteo
VISS|M: 5.40-0g[3g87g]
File:
Comment:
Node
Node
Node
Node
1: Siringo
St Francis
2: Zia_St Francis
3: Sawmill / St Francis
5: Zia
/ Galisteo
ffi
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
1;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
File:
q:\tr^projects\santafe-!iastetionvlsslm\existing
Commenti
Date:
Node 1: Siringo
NOde
pm\existing pm.lnp
AM VISSIM:
/St Francls
l:zra 5t Irancrs
sa;ill/st
Node 3:
Frencis
Node 5: ZialGalisteo
Node: Node Number
1j
1;
1;
1;
1;
7|
1;
1;
Ij
1)
1;
1;
1;
2;
2;
2;
2;
2t
2,
2;
2;
2;
2j
2t
2;
2;
3;
3;
3;
3;
3;
3j
3;
3;
3;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5,
5;
5;
5;
5;
0;
5.40-081388781
Flle:
Comment:
Node
Node
Node
Node
1: Siringo
St Francis
2: Zia_St Francis
3: Sawmill
5: Zia
/ St Francis
Galisteo
1;
1;
L;
1;
1;
1;
1;
1;
1;
1;
1;
1;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
2;
3;
3;
3;
3;
3t
3;
3;
3;
3;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
45.5;2Q7.4;
6O.2;
File:
Commentr
Node
Node
Node
Node
ftl
1;
1;
1;
1;
1;
1;
1j
1j
1;
1;
1j
1;
1,
2j
2;
2;
2;
2;
2)
2;
2;
2i
2;
2;
2,
2;
3j
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
5i
5;
5;
5;
5j
5j
5;
5,
5;
5;
0;
File:
Comment:
Dater
1;
1;
1;
1;
1;
1;
1;
1;
7i
1;
1;
1;
1;
Z;
2;
2;
2;
2]
Z
2;
2t
2;
2;
2;
2;
2j,
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
Ot
128.7j
Existing
pM
LongcareDown_lL2 . kna
File:
e: \TRF\ p roi ects\santaFe-zi astati on\vrssl\4\Exi sti ng pM with
.r
station\Existing pM frith zu station - -lonscjiE55i"
. np
comment:
Da!9: Friday, November j.5, 2013 10;23:40 AM
vrssrM:
Node
wode
Node
Node
5.40-09
[41012
1: Sirinqo / St Francis
2: ziasi rranc i s
3: sawmi ll / st prancis
5: zia / Galisteo
Delay(Al
l):
[ft]
[ft]
t'lode; [40vement;
1;
1.
L;
1;
L;
t;
1;
Li
t;
t;
1'
Li
1;
).
).
).
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-122
.kna
Existing
Plt4
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kna
rile:
Q: \TRF\P roj ects\santaFe-zi astati on\vrssrM\exi sti ng
stati on\Exi s ti ng Pl\4 with zIA station - LongcateDown ' i np
comment :
Date: priday, Novernber 15, 20L3 10:27:L5 All
vrssrM: 5 .40-09 [410L2]
Node L: siringo / st rrancis
Node 2: Zi a-St Francis
Node
Node
3: sawmi ll / St Francis
5: zia / Galisteo
1;
1;
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1;
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158;
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w-N;
S-E;
N-W;
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E-S;
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0;
50;
0;
872;
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0;
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29
907.7;
kna
Existing
PM
LongcateDown
-l4z 'kna
File:
L: siringo / st Francis
2: zi a-St Francis
3: sawmill / st Francr's
5: zia / Galisteo
Itode : r,rode t.tumbe r
Movement: lvovement (Beari ng from-to)
veh(nll): t'tumber of vehicl6s, Al'l vehicle Types
Deliy(Ail): Average delay per vehicle [s] , Al l vehicle
aveQldue: Average Queue Lehgth [ft]
maxQueue: Maximum Queue Length [ftl
Node
Node
Node
Node
Node
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3;
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q.
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296;
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82;
332;
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75i
5054;
310;
673;
98:
227,
tzi
25;
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62;
22i
L570;
445i
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3608;
8;
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52 .8;
23.7 i
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14.
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18.1;
6.0;
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190.3;
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110.5;
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0.0;
28. 8;
187 .0 ;
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0;
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15.
0.0
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907
Existing
p[4
LongcateDown_1s
2,
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File:
e: \TRF\
i ecr s \Santa Fe_zi astati on\vrss'\4\Exi sti ng
stat'ion\Existins prl iith zrn
liaiion-:-ilndtji"d6i".rnp
LOmment:
P1!9: Friday, November 15, 2013 10:30:33 AM
pro
vrssrl4:
Node
Nooe
Node
Node
1:
Z:
3:
5:
5.40-09 [41012]
siringo / st rrancis
Zl LSt Francis
Sawmi II / St prancis
zia / Galisteo
iiii
[ftj
Node
1;
1-;
1.
L;
Li
L;
1.
L;
1.
1;
L;
).
).
l4ovement; veh(r11) ;
E-N;
52;
E-W;
E-S;
W-N;
W-E;
N-SW;
w-s;
148 ;
277 i
S-N;
1-100 ;
s-l4i;
s-E;
r] l;
N-E;
N-S;
E-S ;
E-W;
s-N;
s-E;
s-w;
W-N ;
W-E;
w-s;
3;
2,
t.
3;
3;
3;
3;
3;
3;
3;
t.
3;
3;
5;
5;
87l.
2249;
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')'
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N-S;
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N-W;
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L29;
L64;
r]l;
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S-N;
s-w;
w-s;
W-E;
E-W;
E-S ;
E-N;
s-E;
N-S;
N-W;
N-E;
All;
s-w;
w-s;
53;
224;
66;
4703;
253;
1782 i
679 i
t75i
308;
254 i
863 ;
L42 i
66;
363 ;
L47 ;
51;
5083;
306;
689;
99;
237 i
L7;
10;
18;
'7).
26;
L609 ;
442 i
L52 t
3677;
3;
15;
Page 1
pM
with zrA
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15
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2.4
26.9
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132.
2.55:
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0.6:
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0.0
29.4
0.0
o.o
40.8
0.0
L32.s
L105.1
Existing
pt\4
LongcateDown_L62 , kna
Comment:
PM
Date:
vrssrM: 5.40-09 [4].0121
Node 1: Siringo / St Francis
NOde 2: ZiLSt Franci s
Node 3: Sawmi]l / st Francis
Node 5: zia / Galisteo
1;
1;
l";
).
)'
2;
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2
2
2
2
2
2
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N-SW;
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66;
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38.9;
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230.3;
235.2;
90.1;
154.9;
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0.0;
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File:
e: \TRF\
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vrssrf4:
5.40-09 [4L012]
Node 1: Siringo / st Francis
Node 2: Zi a_St Francis
Node 3: sawmill ,/ st Francis
Node 5: zia / calisteo
Node: Node
Numbe
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veb(Al_l)! r'rumber of vehicl6s, All v;:hicle Tvoes
oelay(r1 l): Average delay pei. vehicle [ri, 'iii-v"ti.1e rypes
aveQueue: Average eueue Length Ift]
maxQueue: tttaximum queue Length [ft]
Node
1;
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55.3;
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28.0;
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Friday,
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[410j.2 ]
Node L: Siringo / St Francis
Node Z: Zia_St Franci s
Node 3: Sawmill / St Francis
Node 5: zia / Galisteo
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Comment:
Date: Friday, November 15, 20j_3 j-0:37:31 nu
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96;
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151;
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287
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689
163
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878
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W-E;
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76;
354;
158;
47;
[ft]
[ft]
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51.5;
45 .7;
37 .6;
56.3;
26.9;
25.5;
16.0;
l_2.5;
44.6;
15.8;
6.9;
25.5;
6L.7;
28.0;
8.8;
6. 5;
74.7;
62.5;
32.9;
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77 .7;
62 .0;
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comment:
pM
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2: zi a_si Francis
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Exi
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62;
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February 5,2074
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Node eva]uati on
ri le:
e; \TRF\p roj ects\santaFe-zi astati on\vrssrr4\Exi sti ng
stati on\Exi sti ng AM with zrA stati on-l ongcatedown , i np
Comment:
Date: wednesday, January 22, 2OL4 3:01:03 pttl
vrssfl4: 5.40-09 [41012]
1:
2:
ttode 3:
Node 5:
Node
Node
siringo / st Francis
zia-St Franci s
sawmill / st rrancis
zia / Galisteo
1;
ti
1;
L;
1;
1;
Li
1;
I;
1-;
1'
1,
1;
),
).
).
)'
2
2
2
2
2
3
3
3
3
All;
W-N;
s-N;
s-w;
W-S;
W-E;
E-W;
3
3
3
3
3
3
3
5
E.S;
E-N;
s-E;
N-S;
N-W;
N_E;
4670
369;
L758;
226;
96;
30;
L4i
L64;
5;
530;
267
32;
I;
3598;
5
5
w-s;
5;
W-N;
8;
638;
0;
5;
5;
5;
0;
A'l
S.W;
td-E;
s-E;
q.
87i
0;
N-W;
E-W;
4401
I;
1'20L;
E-S;
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rll;
23i
0;
L4L82 i
36.5;
49.7
9.5;
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57.5;
48 .4;
4 .6;
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13.9;
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18.0;
L4.6i
r.0. 6;
1.6;
10.5;
0. 0;
10.8;
0.0;
o.2i
8. 9;
0.0
6.7
26.3
;
;
69 .2;
59.0;
-)E
E.
7.6i
.0;
L.6 i
9.0;
3.2;
0.1;
0.0;
15.3;
0.0;
1.0;
LO.2i
0.0;
8.1;
8.1;
n n.
0.0;
0.0;
0.0;
0.0;
0.0;
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Page 1
69t.7
198 . L;
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0. 0;
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0
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0.0;
236 .7
236.7
0.0;
24.L;
0. 0;
0.0;
0.0;
0.0;
236 .7 ;
1230 .3 i
A[4
with
Existing
AM
File:
Q: \TRF\P
comment:
At4
i np
Date:
vrssm: 5.40-09 [41012 ]
Node L: siringo / st Francis
Node 2: zi a-st Francis
Node 3: sawmi ll / St Francis
Node 5: zia / Galisteo
1;
L;
1;
1;
1;
1;
lllovement
E-W;
E-S;
W-N;
W-E;
N-S;
N-E;
1-;
Li
E-N;
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L;
1;
L;
1;
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2
2
2
2
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s-w;
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N-W;
E-N;
E-S;
E-W;
2
2
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s-E;
s-!l,;
2
2
2
2
w-N i
3
3
3
3
3
3
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3
3
3
3
3
3
5
5
5
5
5
5
5
5
5
5
w-E;
W-S;
All;
s-N;
s-!\l;
w-s;
W-E;
E-W;
E-S;
E-N;
s-E;
N-S;
N-W;
N-E;
All;
5-W;
w-s;
W-E;
W-N;
s-E;
N-W;
E-W;
E-S;
E_N;
All;
Al l;
l); Delay(All);
150;
0. 6;
54.4 i
99;
8L;
34.6;
295;
31.8;
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39.8;
976i
20.7 i
139;
32 .9;
2.5;
116;
130;
4 .6;
286:'
54.8;
2046;
36.0;
258;
25.8;
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30.7;
180;
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20.8:
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225i
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89;
65.5;
118;
68.1;
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267;
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65. 3;
438;
72 .2;
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68.7
29;
67.6;
462L;
38.3;
58;
52.6;
L747;
9.4;
240;
10.4;
2.5;
115;
4;
35.1;
20i
53.1;
13 ;
58 .0;
I73,
3.8;
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589;
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267 ;
24i
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3554;
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o; 2L.3;
o. o;
87;
o;
o.o;
426;
0.3;
23;
7 .4i
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1189;
11.1;
4069;
27.4;
veh ( Al
aveQueue; maxQueue;
0.0;
26.8i
14.2;
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26.9;
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143
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24.0i
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9;
1-58.
24L.7 ;
209. 5 ;
1.6;
L8.2i
209.5;
79.9i
59.6;
25.4i
7.8i
0.0;
0.7;
5.2i
3.7i
0.0;
0. 0;
t2 .4;
0.1;
0.6;
9.6;
0.0;
24.4i
24.4i
0.0;
t.7 i
0.0;
0.0;
.0;
.0;
5.6;
32.6i
0
0
Page 1
0.0;
L50 . 9;
168 . 6;
353.6;
0.0;
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. 4;
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865
52.5;
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229
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101.9;
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964 .6i
112 . 1;
94 .8i
42L.6
42L.Li
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964
249
.6;
.5;
21L.7 i
181. 6 ;
0.0 ;
38.7 i
62.0i
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0.0;
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58. 8;
21.8;
249 .5;
0. 0;
.3;
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266
0. 0;
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0 .0;
0.0;
0.0;
0.0;
266.3;
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ANr
with
Existing
ANI
on_l ongcatedown_132
ri le:
Q: \TRF\p roj ect s\santaFe-z i astati on\vrss 4\Exi sti ng A[4 with
station\Existing Ar4 with zrA station_longcatedown.inp
Comment:
Date: wednesday, January 22, 2014 3:04:23 ptv
vrssrM:
Node
Node
Node
Node
tttode
.40-09
1410121
1: siringo / st rrancis
2: zi il-st rrancis
3: Sawmill / st Francis
5: zia / Galisteo
node
trtunrbe
per. vehicle
aveQueue: Average Queue t-enqth lft]
maxQueue: tvaximum eueue Length Ift]
Node
1; ^40vement;
E_N;
1;
L;
1'
1;
1;
1;
L;
1;
'I
.
1'
t-;
2
E_W;
E-S;
v'/-N;
W-E;
N-S;
N-E;
N-SW;
w-s;
S_W;
s-N;
s-E
All
N-E
2
2
2
2
N-S
2
2
2
2
E-W;
2;
3;
3;
2.
3;
3;
2.
3;
N-W;
E-N;
E-S;
s-N;
s-E;
s-w;
W-N;
W-E;
w-s;
all;
W.N;
S.N;
s-w;
w-s;
w-E;
E.W;
r0r-0;
11-5;
108;
l-56;
288;
2023
4687
263;
189;
820;
)L).
209;
75i
l-50;
1935;
309;
109;
408;
269;
?q.
47
44i
385;
1780;
N-W;
N_E;
w-s;
W-E;
W.N;
N-W;
E-W;
E-S;
E-N;
All;
nll;
0.6;
55.8;
38.4;
q
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44.2i
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38. 9;
83;
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615
287
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0;
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5;
5;
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175;
5;
L40;
96;
93;
288;
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3
3
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3
5
5
5
veh(alI); Delay(All);
7;
;
t
40i
3626;
10;
11;
63?;
0;
82;
467
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0;
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5.0;
1.1;
12.5;
8.1;
62
L7.O;
1-5.3;
7.oi
0.8;
10.6;
0.0;
))
1.
0.0;
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c 2.
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A1
I vehicle
Types
aveQueue; maxQueue;
0.0;
.6:
27
l-8.2;
38 .4;
24.L:
40.4i
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0.0;
0.1;
0.0;
254.7;
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!70 .4;
!5L.4;
278.4;
109.5;
0.0;
26.9i
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1086. 5;
28.5;
37 .9;
35.8;
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o .4;
1.086.5;
169. 8;
32
153
0.1;
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36.3;
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1.3;
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185.9;
185 .0;
185 .0;
74.3i
63 .4;
30.6;
6.5;
0.0;
L
.2;
6. 6;
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0.3;
0.0;
3
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.2;
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0
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30.7 i
Page 1
45.li
231.0;
106.1;
38. 9;
109.5;
189. 8;
92A
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LO7.L;
103.7;
42L.
5;
301,
420 .9;
420 .9;
920 .4;
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1-69. 5 ;
0.0;
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qq
44
2.
36.7 ;
42.2i
0.0;
195 .7 i
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47.8i
301-. 5 ;
26.7;
195.9;
195.9;
0 .0;
L42 .8;
0.0;
0. 0;
t-9.0;
0.0;
195 . 9;
1086.
Existing
AM
File:
Q:
Comment:
Plvl
5;
5;
c.
5;
('
5;
5;
0;
W-N;
s-E;
N-W;
E-W;
E-S;
E_N;
All;
r'l I;
o;
|
o;
476i
30;
o;
L246;
87
14080;
o. o;
23.6;
o. o;
0.2;
13.L;
o. o;
8.8;
26.7;
0.0;
3.0;
0.0;
0 .0;
0.0;
0.0;
3.5;
30. 9;
Page 1
0.0;
70.5i
0. 0;
0.0;
0. 0;
0
.0;
402 .3 i
L034. 8;
AN4
with
Existing
AM
on_l ongcatedown_l-s
ri le:
Q: \TRF\P roj ects\SantaFe-zi astati on\vlssrM\Exi sti ng AM with
station\Existing AM with zrA station_longcatedown.inp
Comment:
Date: wednesday, January 22, 20L4 3:07:43 PM
vrssrN4: 5 .40-09 t41012l
Node 1: Sirinoo / St Francis
ltode 2 : zi a-si rianci s
ttode 3: sawmi ll ,/ St rrancis
Node 5: zia / Galisteo
t',tode : node uumbe r
Movement: Movement (eeari ng from-to)
veh(All): wumber of vehicles, All vehicle Types
Delay(All): Average delay per vehicle [5], A11 vehicle Types
aveQueue: Average Queue Length [ft]
maxQueue: wtaximum Queue Lenqth [ft]
tttode
1;
Li
1;
1;
1;
1;
L;
1;
1;
1;
L;
&lovement;
E-N;
W_N;
W-E;
N-S;
N_E;
N-5W;
W_S;
s-w;
s-N;
s-E;
All;
2
2
2
N-E;
N-S;
2
2
2
2
2
2
E_N;
2;
2;
2;
N_W;
E-S;
E-W;
s-N;
s-E;
s-w;
td-N;
W-E;
W.S;
All;
W-N;
3;
3;
S-N;
s-t^/;
t,v-s;
W_E;
3;
3;
3;
?'
3;
3;
3;
?.
5;
(,
5;
q.
5;
5;
5;
5;
5;
o'
298i
L04i
1015
L20 i
101;
145 i
313 ;
2O70 i
4773i
168
830;
259;
201
90;
L40;
1991;
275i
79;
453 i
247
?).
4765 i
392 i
u50;
234;
88;
E-W;
18;
s-E;
165;
16;
E-S;
E-N;
N-S;
N-W;
N-E;
all;
S_W;
W_S;
W-E;
W.N;
S-E;
N_W;
E_W;
E-S;
E_N;
All;
AlI;
20i
647
266;
39;
3638;
8;
9;
648;
0;
84;
0;
45Li
28;
n'
L228;
L4404;
37.7
45.5;
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30.5;
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5
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52 .3;
39 .4;
29 .5;
32.5i
62.t;
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66.4;
13.5;
80.6;
72.8i
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63.8;
38.5;
50.2;
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11.0;
2.4i
21.5;
54.7
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0.0;
0.2;
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173.5i
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30.3;
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0.0;
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1s.8;
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L4 .9;
L.4 i
t0 .4;
8.2;
29 .9;
0.0;
46.8;
0.0;
o.2i
5.9;
0.0;
19.3;
28.9;
48.5;
48.5;
6.7i
0.4;
0.0;
0.0;
7.4i
0.0 ;
n n.
0.0
0.0;
11. 6;
34. 0;
Page 1
0.0;
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t32 . 5;
173.5i
28L .3 i
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0.0;
28.9;
60L.0;
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47.8i
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280. t ;
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40 .6;
L05.2;
235
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57
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L28 .7 i
427.5i
426 .9 i
426.9
.3;
219.3;
259.6;
9L7
L47 .8 i
0.0;
63.9;
43 .9;
40 .4;
0.0;
206.1;
727 .4;
84.7
259.6;
0.0;
325.8;
325.8;
0.0;
111. 5;
0
.0;
.0;
0.0;
0.0;
325.8;
138L.
Existing
At\4
on_l ongcatedown_L6z
Node eva]uati on
Filei
stat-ion\Existing
Comnent:
AM
st.i ng AM
Date:
vrssrM: 5 .40-09 [41012 ]
Node 1: Siringo / st Francis
Node 2: Zi a_St Francis
t'tode 3: Sawmi l l / St rranci s
Node 5: zia / calisteo
veh(All):
1;
'I
Li
1;
1;
1-;
1;
L;
Li
1-;
1;
1;
)'
).
).
2
2
2
2
2
2
2
2
2
2
3
3
3
3
3
3
3
3
3
3
?.
s-E;
S_W;
W-N;
w-E;
w-s
All
w-N
s-N
s-w;
w-s;
W-E;
E-W;
E-S;
E-N;
s-E;
N-S;
N-W;
N-E;
3;
all;
5;
5;
5;
w-s;
('
5;
5;
5;
5;
5;
5;
0;
[ft]
Ift]
s-V'i;
W-E;
W-N;
S-E;
N-W;
E-W;
E-S;
E.N;
All;
All;
1-91-1-;
265;
88;
432;
')
a',
30;
4653;
363
I775i
230;
105
6;
-)2
'
18;
L64;
3;
622 t
289;
34i
3632;
8;
10;
639;
0;
82;
0;
27 C.
14.0;
83.2;
77.4;
66 .2;
96. 6;
39.6;
51. 8;
9.7i
LL.2;
2 .4;
51.6;
60.3;
57.4i
5.5;
7.4;
14.5;
I .4;
1-3 .0;
15.0;
9.0;
3 .0;
)o o.
L62.9i
0.9;
23 .5;
256.4i
236. 0;
236.0;
87.5;
58.4;
8.3;
0.0;
L.7
'7 )'
5.1;
i L.
0.0;
15.9;
0.0;
0. 8;
20;
tL.2;
10.4i
0.0;
52 .3;
52 .3;
0 .0;
L8.8;
0.0;
0 .0;
0.0;
L229;
14195;
20. 8;
L3.7;
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0;
0.0;
73.4i
0.0;
0
.2;
0.0;
29
.4;
Page l-
842 .9i
130 . 7;
86.8;
439.2;
438. 6;
438. 6;
.9;
195.3;
281.6;
106 . 6;
842
0.0;
66 .41
63.7;
65.1;
63.8;
0.0;
21"1. 0
0. 0;
42.2i
28t.6 i
0.0;
367 .9;
367 .9 i
0 .0;
146.0;
0 .0;
0.0;
0.0;
0.0;
367.9;
tL34 .9
with
zrA
Existing
AM
on- longcatedown-l7z
1;
Li
E-S;
t;
w-N
Li
N-S;
N-E;
W-E;
1.
Li
l-;
1;
l-;
1;
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2
2
2
2
2
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3
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3;
3;
3;
2.
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
_SW;
w-s;
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wednesday, January ZZ, ZOL4 3:LZ:46 pM
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LongcateDown_L2
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Q:
Conment:
Date:
vrssrM: 5 .40-09 [4]-0121
Node 1: Siringo ,/ st Francis
Node 2: Zi a_St rrancis
Node 3: sawmijl / st Francis
Node 5: zia / Galisteo
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comment :
Date:
Plv
vrssrF!: 5.40-09
Node
Node
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1: siringo / st Francis
2: zia-St Franci s
3: sawmiII / st Francis
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Date:
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Node L: Sirinqo / St Francis
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Date:
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5.40-09 T4L}LZI
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Page 1
Februory 5,2074
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with
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L52;
2001;
31-5;
11-1
30;
5051;
408
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105
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Page L
maxQueue;
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148.3;
220 .3;
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with
5i'1.e1
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Comment:
1;
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1-;
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1;
1.
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W_E;
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166;
L00
110
;
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319;
L40;
1132;
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138;
310;
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308;
5L22;
208;
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305;
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252 i
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403;
W-E;
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W-N;
s-N;
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w-s;
W-E;
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N-S;
N-W;
N-E;
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5
5
5
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w-s;
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0;
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27L;
104 ;
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390;
1820
244i
l-25;
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49;
13;
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643;
3t4;
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l);
0. 6;
98.3;
65.6;
54.8;
67.8i
18.2;
40.3;
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5.6;
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29 .5;
23.8i
30.5;
55.5;
26.8;
4.8i
L3.7;
65 .7 i
54.7i
55.0;
19.9;
82 .9:
116.5;
75.Li
72.6;
49.8;
6t.7 ;
L0.1;
L2.2;
3.8;
74.8i
60. 9;
56.5;
6.3;
1.6;
8.4;
9. 6;
1-5 .8;
15.7i
3818;
5;
309.6;
642;
n.
339. 8;
4L:'
0;
527 i
24;
0;
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15116;
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620.
3;
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L7.5i
0.0;
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0.0;
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37.9; 250.8;
56.8; 2I8.Li
52.5 i
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43.9i
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16.3; L49.2:
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91.5; L245.3;
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32. 5; L245.3;
37.9t L67.Oi
48.1; 234 .9;
4.5 i
277.3i
2.7; 86.3;
26.7; 1"07.0;
26.I; Lss.4;
279.0i 1109.8;
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38.0;
25.8; L92.8;
365 .4;
439. 5
289.1-; 438.9;
289.1; 438.9;
116.2; 1L09.8;
75.4t 251.0:
30. 4;
318. 6;
8. 8;
118. 7;
0.0;
0.0;
3.2; L04.7;
15 .0;
88 . 7;
3.6; 44.6;
0.5; 39.5;
0.0;
0.0;
8.1; 154.9i
0.0;
0.0;
0.7; 2L.9i
L2.L; 318. 6;
0.0;
0.0;
873.5; 1620.9;
873.5; 1620.9;
0.0;
0.0;
431.5; 983.0;
0.0;
0.0;
0.0;
0.0;
0.0;
0.0;
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242.!t L62O.9;
91.3; 1620.9;
;
Page 1
with
ped\203g AM with
2038 AM
with
ped_1,32
ij1":
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Comment:
Z0L4 4:3Li54
pM
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L;
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L;
1.
t;
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lvovement;
w-s;
3;
2.
3;
3:
3;
3;
3;
3;
3;
3;
3;
l.
5;
5;
5;
5;
q.
q.
q'
0;
r] I ;
w-N;
s-N;
s-w;
w-5;
w-E;
E-W;
E-S ;
E-N ;
s-E;
N-S;
N-!rl;
N-E;
All;
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w-s;
w-E;
s
l,\/-N;
s-E;
N-W;
E-w;
E-S;
E-N;
r'l l ;
All;
150;
100;
134;
32L;
118;
1155;
L39;
L29i
L64;
293;
2015;
306;
5024:
2L8:
939;
283;
233;
99;
L64;
2004;
323;
1-3 3 ;
4L2;
274;
37;
5L1-9;
429;
1855;
220;
86;
5;
49;
11;
1-81;
11;
7O4i
332;
36;
391-9;
5;
11;
685;
0;
53;
0;
548;
0.6;
67 .4;
55.1;
47.7i
54.0;
20.4;
37 .3;
4 .8;
5.1;
43.9i
33.0;
22.4i
30.3;
57.5i
32.8;
3.6;
L3.2i
82.9;
54.4i
0.0 ;
31.5;
36. 9;
145
34.0;
32 .4;
269 .3;
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0.1;
30 .4;
4L .6t
65.7i
r.4 i
2.8;
30.6;
30.6;
107. 8;
359.7;
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138.0;
93 .4;
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61.8;
73 .3;
54.9;
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54. l,;
56. 6;
63.7;
4 .3;
L,2;
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1-6.9;
467 .3 i
69.7;
r37 .A;
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856. 4;
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0
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L07 . 1;
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L46 .9;
L97 . 5;
L86 .2 i
L85 .7 ;
50.2;
33.9;
52 .9;
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393 . 6;
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aveQueue; maxQueue;
65. 5;
32;
15397;
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[ft]
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veh(All); Delay(All);
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nlI;
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s-N;
s-E;
s-w;
w-N;
w-E;
6.0;
28.5i
347
347
0.0;
1.3;
14.t;
3.2;
.2;
0.0;
9.2;
0
0. 1;
L.7 i
L3.5;
0.0;
305.9;
365.2;
. 8;
0.0;
L374.7
32.1;
L374.7 i
235.8;
305 . 5;
1-45.9;
1-03 .
9;
L53 . 0;
L67 .3 t
12L5.5;
2LL.7 ;
L27 . 4;
439. 5 ;
438. 9;
438. 9;
12r-5. 5;
270 .6;
283.7;
L29 .2;
0.0;
39.6;
LO6 .2;
39.7;
36.8;
0.0 ;
111.
9;
67 .4;
65 .0;
283 .7 i
23 .9;
305 . 9;
0
47 3
.0;
.4;
806.4;
806.4;
965.3;
L20
.6;
0.0;
0.0;
0.0;
0.0;
72.61
eage 1
AM
0.0;
0.0;
0.0;
0 .0;
0.0;
965.3;
1374.7
with
2038 Alv
with
Ped-142
pile:
eed, i np
Q:
Comment :
PN4
1;
1;
1-;
1;
1;
Li
1";
1;
1;
L;
1;
1;
Li
).
Movement;
E-N;
E-W;
E_S;
w-N;
W_E;
N.S;
N-E;
N-SW;
w-s;
s-w;
s-N;
S_E;
A11;
N-E;
N-S;
N-W;
),
).
).
E.N;
E-S;
E-W;
s-N;
s-E;
s-w;
W-N;
w-E;
).
W-S;
3
3
3
3
3
W-N;
3
3
E-W;
3;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
All;
s-N;
s-w;
w-s;
W-E;
E-S;
E.N;
s-E;
N-S;
N-W;
N-E;
All;
s-w;
w-s;
W-E;
w-N;
s- E;
N.W;
E-W;
E-S;
E-N;
Al l;
All;
; oelay(r]0.7|)
L40i
i
105;
66.5;
45. 5;
131;
48.7 ;
327 i
63.9;
t23;
IL79i
22.L;
36. 1;
L44i
4.9 i
L23i
133;
5.3;
47 .7 i
303;
1955;
34.0;
27.2;
342;
31. 9;
5005 ;
235i
54.0;
26.2i
895;
4.41
315;
L4.2i
225;
L06;
65.8;
L62i
50.6;
61.3;
L997;
27 .ti
270 i
139;
87.1;
11-8. 6;
36s;
244i
69.9;
75.3i
33;
4987:
52 .2;
400;
64.4;
l-0.0;
!822;
10.2;
230;
2.7;
110;
7;
72.8;
52;
87.5;
L4i
57.2;
5.4;
L74i
t2i
0.9;
i.0.4;
674;
8.8;
320;
L5 .0;
37 ;
3852;
16.6;
87 .6;
6;
8;
L67 .2;
192 . 5;
596;
o;
o.o;
359.0;
57;
o'o;
o;
0. 3;
583;
14. 3;
341
o.o;
o;
L284t 107. 3;
15128; 41. 1;
veh(n'lI)
aveQueue; maxQueue;
0.0;
32.7;
30.0;
5L.7;
42.6;
58.6;
11 .0;
0.0;
0.2;
34.2i
t04 .2 ;
0.4;
0.0;
1-86.0;
187.0;
219. 8;
252,7 i
360 . 6;
111. 9;
0.0;
51.3;
27 6 .51
.4;
56.4i
L062
30.5;
L062 . 4;
48.1;
21L.7
4r.t;
1. 9;
3 .4;
25.8;
27 .9;
338. 8;
2.7 ;
32.6;
358.0;
299.2;
299.2i
r23.2;
80.0;
30.3;
6.3;
0.0;
2.7i
342
.8;
L9L.3;
84 .2;
108.L;
125.0;
L1-66. 5 ;
L81.
230.0;
439 .3;
438.7 ;
438.7 i
L166. 5 ;
296.6;
264.6;
148. 9;
0.0;
.4;
63
24.3;
3.8;
168. 5;
13.1;
. 9;
160.3;
64.4i
296 .6;
0. 0;
1591. 9;
1s9L. 9;
0. 0;
0.1;
0.0;
0.6;
1.3;
L3.5;
0 .0;
502.2;
502.2;
0.0;
.0;
205
.0;
0.0;
0.0;
0.0;
L34 .4 i
7L.5i
Page
62.6;
25.8;
0.0;
183
739
.li
0.0;
0. 0;
0. 0;
0.0;
1591. 9;
L591. 9 ;
with
Ped\2038
ANI
with
Node: Node
Numbe
):
All
fl6l5t:l)i,ty:;3n6,g;l"I"ffiinu"riiiii iii,'iTT'vehicre
maxeueue: r4aximum eueue lendth ifii
Hode
1;
L;
1;
1;
1-;
L;
1;
L;
1;
t;
1;
1;
L;
).
)'
l4ovement; veh(e'l
I);
E-N; T4L;
E-w;
94;
E-s;
L45;
w-N;
325:
w-E;
t20i
N-s; LL45;
N-E; 1"40;
N-Sw; 130;
w-s;
L51;
s-w;
312;
s-N; L975i
s-E;
313:
al l;
499L:
N-E; 200;
N-s;
956;
N-w; 310;
E-N; 23L;
E-S;
L01;
E-w; L61;
s-N; 2027
s-E;
282:'
s-w;
L15;
w-N;
402;
w-E;
233;
W-S;
30:
elI;
5048;
w-N;
424i
s-N; 1800;
s-w;
245 i
w-s;
95;
W-E;
7;
E-W;
36;
E-S;
2L;
E-N; 181;
s-E;
18;
N-S;
44:
N-W; 302;
N-E;
44i
All;
39L7 i
s-w;
2;
w-s;
11;
w-E;
566;
W-N;
O;
s-E;
24:.
N-W;
O;
E-w;
553;
E-S;
33;
E-N;
O;
Al I;
L289i
Al'l ;
15245;
|
).
).
3;
?.
3;
3;
3;
3:
3;
3;
2.
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
Page 1
rypes
AM
with
File:
Ped. i nP
comment:
-'
Q: \TRF\P
AN1
with
PM
Number
Node: Node
iiii"i'"'ii: -uovement (Beari ng
from-to)
;;hiiiii,
veh(nll);
ruode; Movement ;
1-;
L;
1;
1;
Li
E_W;
L37 i
L04 i
W-N;
318;
E-N;
t32;
E-S;
w-E;
N-S;
N-E;
L29 i
1181;
135;
113;
1;
L;
l-;
1.
N-SW;
Li
S-N;
337;
2000;
n11
5029;
1.
LI
2
2
2
2
2
2
2
w-s;
S.E;
930;
3L2:
2L5 i
L29;
L55;
20L2;
278;
E-S;
E-W;
s-N
S-E
W_N
L20
S-W
w-E
W_S
3;
A11
W-N
3;
zLS i
N-W;
E_N;
2
2
3i
295 i
N-E;
N-S;
).
148 ;
S-W;
400
258
3L
50s5
391
1864
s-N
s-w
w-s;
W.E;
E-W;
3
3
3
3
3
3
N.S;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
E-S;
E-N;
)-E
237
116;
10;
42:'
17i
L7 6;
o.
7L8 i
All;
33s;
40;
3955;
w-s;
11;
N-W;
N-E;
S-W;
w-E;
W-N;
s- E;
N-W;
E-W;
E-S;
E-N;
Al l ;
Al"l ;
5;
675;
0;
33;
0;
557;
31;
0;
L3t2 i
1s351;
Page L
Ped\2038 AM with
Q:
Date:
VISSIi4:
wednesday, January
s.40-09 [4L0 ].2l
eed. i np
comment:
Node
Node
Node
Node
22,
2OL4
4:40:03
p[4
1: Siringo / st Francis
2 : zi LSt Franci s
3: sawmijl / st rrancis
5: zia / ealisteo
1;
1;
1-;
L;
L;
't.
1;
L;
1;
1;
1.
1.
).
).
).
)'
Movement
E_N;
E_W;
E-S;
W-N;
W-E;
N-S;
N-E;
3
3
3
3;
3;
3;
3;
3;
1.
3;
3;
3
5
5
5
5
5
5;
5;
5;
5;
5i
58;
L02;
116
337;
11-3;
1133;
169 ;
r'l I;
2059;
283;
5074i
s-w;
s-N;
s-E;
N_E;
N_S;
N-W;
E.N;
E-S ;
E-W;
s-N;
2
2
w-s
S_E;
2
2
2
veh(ell); De'lay(A]l);
L4Li
L48;
N.SW;
s-w;
W-N;
w-E;
W.S
nl
l;
W.N;
S.N;
s-w;
w-s;
w-E;
E-W;
E.S;
E-N;
s-E;
N-S;
N-W;
N-E;
AlI;
S-W;
w-s ;
w-E;
w-N;
s-E;
N_W;
E-W;
E-S;
E-N;
r]1;
All;
[ft]
[ft]
31-5;
L90
87L;
326;
225i
LI7 ;
L52;
2026i
268;
L4L;
404i
255;
31;
5006;
42Li
l-837;
L99
o).;
a.
55;
14i
t7 4;
18;
672i
310;
34;
3835;
10;
8;
664;
0;
46i
589;
30;
0;
1347 ;
L5262 i
0.6;
74.3;
49.4i
47.9i
56.4i
22 .0;
37.2t
4.Li
6.3;
50.3;
32.8;
27.Lt
31.5;
52.6;
34.7
4.8;
L1.0;
73.5;
62.8;
64 .0;
25.7i
76.9i
108.7;
74.Li
49.8i
54.8;
64 .5:
11.3;
L0.2i
( o.
65 .2;
7L.7
56.9;
4 .4,
1 l7 .5;
9.1;
19. 8;
L7.Oi
4L6.7 i
aveQueue; naxQueue
0.0;
.2;
36
30.0;
51.9;
35.0;
56.8;
L6.7;
0.0;
0. 6;
83.8;
L29 .9;
)'
36.8;
33.6;
63 .0;
3.5;
1. 1;
31. 6;
31. L;
359.4;
0. 8;
28.3;
357.5;
.5;
.5i
L29.9i
84.8;
324
324
34.3
5
.41
0.0;
5.0;
L9.8;
3.5;
0.1;
0.0;
8. 1;
0.0;
1.5;
.4;
0. 0;
0. 0;
L50. 9;
46. 0;
.4;
.9;
200. 8;
0. 0;
s2.1,
1643.5;
1640.5;
50.0;
L643 . 5;
L70
.6;
305. 9;
206.
171-. 8
85.3;
170.8;
LL72.2;
91.0;
131. 4 ;
439 .4 i
438. 8;
438. 8;
LL72.2;
282
.5;
277.8i
LO7 .4;
0.0;
89.1;
105 . 1;
42
.5;
32.8;
0.0;
L57 .3 i
0. 0;
44.0i
1380. 5 ;
1380. 5 ;
0. 0;
404 .6 i
0.0;
L90
476
.3;
.3;
652 .7 ;
0.0;
0.3;
208 . 5;
282 .5 i
0.0;
627
627
0.0;
0.0
L73.5
19s .4
13.5;
.4;
252.0;
L82
Types
0.0;
0.0;
0.0;
184.4;
84.9;
rage 1
20.0;
.6;
0.0;
0.0;
0.0;
0.0;
964
1380.
1643 . 5;
Fi I e
Ped. i np
comment :
Date:
vrssflr:
Node
Node
Node
Node
Q: \TRF\P
wednesday, January
5.40-09
with
[41012
PM
1: siringo / st Francis
2: zi a-st Francis
3: sawmill / st Francis
5: zia / Galisteo
: tiode t,tumbe r
l4ovement: l4ovement (eeari ng from-to)
t'tode
1;
L;
1;
1;
1;
1;
L;
l-;
1.
1;
).
).
)'
)'
').
).
).
2
3
E-W;
E-S;
W_N;
W-E;
N.S;
N-E;
N-SW;
w-s;
S.W;
Ll52
i
L37 i
L25 i
148
3r4;
N-W;
329 i
E-N;
E-S;
E-W;
s-N;
S- E;
S-W;
W-N;
W-E;
w-s;
244i
101;
t49;
2443 i
294;
LL6;
388;
2OZ i
23i
nll;
5016;
S-N;
L850;
W-N;
E-W;
0;
LL4 i
N-E;
N-S;
5;
5;
5;
5;
5;
5;
5;
5;
138;
338;
A'll;
s-E;
s-w;
w-s;
w-E;
5;
5;
108 ;
2019;
3L0;
5037;
206;
92L;
S.N;
3
3
3
3
3;
2.
3;
3;
3;
3;
3;
veh(AlI); Delay(AlI);
0.5;
L34 i
E-S;
E-N;
s-E;
400
227
tLz i
6;
33;
16;
r.88;
N-W;
L2;
699;
323;
A'll;
389L;
w-s;
t2;
N.S;
N-E;
S-W;
W.E;
W-N;
s-E;
N-W;
E-W;
E-S;
E-N;
All;
AlI;
25;
).
603;
0;
30;
0;
5 56;
38;
0;
t24li
L51-8s;
60.4i
59.3;
50.2;
54 .9;
2L.3
28.3i
3.6;
6.9;
s0.9;
maxQueue;
55.2;
192.0;
270 .5;
254.4i
187.5;
3s6.9;
aveQueue
0.0;
30.9 ;
42.5i
33
.4i
55.6;
1-0.
8;
0.0;
0.8;
42 .4;
37.7;
104.5;
33. 5;
3L.4;
37.7i
55.4;
4.7 i
4 .5;
25 .9;
23 .3;
350.9;
27.5i
55.9;
29.6;
5.6;
13.8;
67.9i
46.9;
66.0;
28 .2;
83.9;
119.0;
70.7
56.0;
54.3;
69 .4;
L0.0;
!!.2;
3.6;
68.6;
7L.7;
45
.4i
5.6;
1 ).
LL.4 i
9.0;
1-8.8;
L6.7 i
1190.2;
264.4;
364 .2 i
0.0;
0.1;
t.4;
27
.Li
378.8;
308.8;
308.8;
L27 .3;
85.2;
29.3i
L47 .4 i
0.0;
73.2;
408.4i
569 . L;
48 .4;
569. 1;
168.1";
283.Li
299 .5 i
11-8.4;
I45 .6 |
L24.Ol
1-288.8;
LOL.9;
t66.7
439 .4 t
436.2t
436.2i
1288 . 8;
296.2;
321.
0.0;
0.5;
0. 0;
L3.2i
0.0;
1.3;
126.9;
2.7 i
LL.7;
3.5;
12.8;
0.0;
928.3;
928 .3;
0.0;
775.7i
0 .0;
51. 1;
LO4.2i
page 1
2L7 .7 ;
0.0;
!76.Li
0.0;
6. 6;
.L;
0.0;
0.4;
8.0;
0.0;
L482
rypes
0.0;
0.0;
0.0;
292.5i
87.5;
64.7i
41.0;
83.9;
0.0;
0.0;
67.2;
321-. 5;
0. 0;
1668.7;
t668.7:
0.0;
965.2;
0.0;
0.0
0.0;
0.0;
1668.7;
t668.7 ;
Ped\2038 AM wi th
AM
L4L0t21
Node
Node
Node
Node
1: siringo / st rranc.is
2: zia*st Franci s
3: sawmill / st prancis
5: zia / calisteo
;:Tliilii)i,lg:i"35 x:fli'",,
i"B3[r,t[llil" [s]'
Node ; Movement;
L;
1.
t;
W-N ;
t;
N-S;
N-E;
!;
L;
1;
L;
1;
L;
L;
1;
t-;
).
).
).
).
)'
2;
2;
).
).
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
5;
E.
q.
q.
5;
5;
5;
5;
0;
E-N;
-tt/;
E-S;
W-E;
N-SW;
t/-S
S-1./;
s-N;
s-E;
veh(nl
l);
139;
9L;
L42;
3s3;
L09
LL37
t42;
L34;
L42;
323 i
1985;
307 i
all;
5004;
N-S;
-t^t;
903;
309;
E-S;
101;
N_E;
E-N;
E-W;
s-N;
S-E;
s-w;
w-N;
w-E;
w-s ;
All;
w-N ;
s-N;
s-w;
w-s
t,,-E;
232 t
239 i
152 i
2023;
256;
I29;
389;
22L;
33;
4987 ;
415 ;
L850;
220;
101
,qll;
42;
L2i
188;
L4;
685;
311;
45;
3890;
W-S;
3;
E-W;
E-S ;
E-N;
s-E;
N-S;
N-W;
N-E;
s-w;
w-E;
W-N ;
s-E;
N-W;
E-W;
E-S;
E-N;
ell;
Al
l;
5;
61L;
0;
53;
0;
562;
28;
0;
L262;
15143
oe lay(All);
0.6;
]02 .2
70.7;
58.6;
67.2i
l-5 . 9;
19.3;
2 .5;
5.1;
4L.5;
29.6t
24.0;
29.8;
52.3i
30.0;
5.0;
L3 .2;
70 .Q;
54.0;
90.9;
53.8;
9L.2;
114.9;
71.0
62.1;
66 .4;
67.2i
L1.8;
L2 .4;
3.1;
59.0;
86.5;
63.3;
5.8;
3.4;
!2.4;
I .4;
18.4;
18.L;
228 .2;
290 .9 i
282 .9 i
0.0;
770.9,
0.0;
0.2;
7.3i
0.0;
t7T.2 t
s0.6;
Page 1
with
ped\2038 AM with
e: \TRF\proj
Conment:
pN4
L;
L;
L;
L;
W-N ;
1;
Lt
I;
1-;
1-;
1;
Ii
Li
L;
2
2
2
2
2
2
2
2
2
2
2
2
2
3
3
3
3
3
3
3
3
3
3
3
3;
3
5
5
5
5;
5;
5;
5;
5;
5;
n'
veh(al
l) Delay(All);
:
E-N ;
L46t
E-S;
122 i
E.W;
LtZ;
W-E;
N-S;
N-E;
348;
115;
LILT ;
183;
N-SW;
L29 i
t'/-s;
s-w;
S_N;
s-E;
A11;
N-E;
N-S;
N-W;
E.N;
E-5;
E-W;
S-N;
r27 ;
3r7 ;
1982;
293;
4992;
r,69;
849 ;
340 ;
245 i
99;
158;
1-963;
S_E;
tot.
w-N;
w-E;
L24 |
372 i
232 i
s-w;
w-s;
AlI;
lv-N;
s-N;
s-w;
!ll-s;
w-E;
E-W;
E-S;
E-N;
15;
4858;
393
1815
;
;
254i
L1-6
8;
53;
18;
N-W;
164;
8;
628;
293;
All;
3797;
s-E;
N-S;
N.E;
s-w;
w-s;
w-E;
w-N;
N-W;
E-hl;
E-S;
E.N;
All;
411;
[ft]
lft]
471
3;
2.
586;
0;
46;
0;
591;
31;
0;
L260i
L4907 i
0. 8;
82.2;
58.0;
46.Li
53.3;
22.8i
33.7;
5.0;
5.3;
54.0;
36.7
24.li
33.8;
47.4i
30.7;
4.3;
15.0;
61.5;
60.2;
56.4;
22.1;
R) A.
1-l- 5 .
9;
72.2i
60. 6;
49.5;
65.7;
LO.7;
19.1:
66.8;
64.2;
65.4;
5.3;
1 L.
13.3;
10.4;
L4.7t
L7.5i
662 .4;
314.0;
325.5;
aveQueue
Types
maxQueue;
45.2t
36.9;
5L.8;
33 .0;
60.0;
15.8;
186.6;
148.6;
235.L;
0.0;
0.0;
0.5;
53.6;
.4;
L04
0.3;
33.5;
27.4i
52.7i
3.0;
5.2i
.5;
23
3L. L;
0.0;
158.
3;
409 . 5;
L65.2i
0.0;
49.8;
587.0;
604.0;
53.0;
604.0;
L47 .3;
341. 8 ;
274.2;
t20 .6;
1-06.9;
278.3i
L74.O;
981. 3 ;
.5;
.4;
252.6i
252.6;
439.
438.
438.
1. 1;
23
367
9;
79.7;
32.2;
7.0;
1"09 .
0.0;
3.8;
16. 9;
5.8;
0. 3;
0.0;
13.2i
0.4;
L.4
L3.4i
0.0;
867 . 9;
102.5;
1_28. 8;
5;
5;
5;
981.3;
268.3;
330.2;
L05.6;
0.0;
63.1;
105.5;
42 .9;
58.1;
0.0;
234.6;
t07 .9;
61. 9;
330.2;
0.0;
867 . 9;
L657 .4 |
L657 .4;
953.1;
543 .7 i
965.0;
188.7;
47 .8;
253.3;
92 .4;
0.0;
0.0;
o.2i
3.1;
0.0;
0.0;
0.0;
0.0;
0.0;
0.0;
Page 1
0.0;
0.0;
0.0;
0.0;
0.0;
1657 .4;
L657 .4i
with
Ped\2038 AM wi th
2038
Pi4
with
Ped_112
le:
Ped. i np
Q: \TRF\
Comment:
B;lAISill)i,:;ilEn6,!;l"l"ffiinveniiil
maxQueue: uaximum eueue lenith [ft]
Node; itovement: veh(al1)
1;
1;
t;
L;
L;
1;
1;
L;
1;
L;
L;
1;
1;
2;
2;
2;
2;
2:
2i
2;
2;
2;
2;
?;
l;
2;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
E-N:
E-w;
E-s;
w-N;
w-E:
N-s;
N-E;
N-sw;
w-s;
s-w:
s-N;
s-E;
nll:
N-E:
N-s;
N-!i/:
E-N:
E-s:
E-w:
s-N;
s-E;
s -w;
w-N:
w-E;
w-s:
r'll;
w-N:
s-N i
s
-w;
w-s;
w-E i
E-lv;
E-s;
E-N;
s-E;
N-s;
N-w;
N-E;
rl
j;
s-w;
W.S;
w-E;
w-N;
s-E;
N-W;
E-w;
E-s;
E-N;
All;
AlI;
67:'
110 ;
167 ;
165;
11.0 ;
2367 i
80;
155;
327
zIL;
1133;
65;
4958;
tc).
L897 ;
726 i
161 ;
iii,
iTT-vehicle rypes
aveQueue;
0.0;
.2;
35.4;
29
24.3
1-55 . 5;
4.L;
0.0;
20.5;
57.7;
33.0;
0.0;
.3;
32
58. 8;
3L9 .7 ;
35.1;
0.0;
325;
249i
9L4;
L7 6;
68;
LLz ,7
L7L;
98.1-
348;
77 i
5364;
327
767
L02;
286:'
23;
20;
18;
66;
33;
L674i
496;
131;
3943;
3;
11;
560;
0;
62;
0;
874i
L72 i
0;
1682;
!5947 ;
28.5;
37.7i
84.7;
0.3;
20 .6;
357 .4i
98.L
101,. 9
60.0
L3 .7
2.4
L.4
1l-. 1;
6. 1;
5 .2;
0.0;
0.0;
44.4i
0.0;
3.1;
L2 .3;
0.0;
L73.4:
L73.4;
0.0;
59.3;
0.0;
0.0;
10. 3;
0. 0;
46.3i
48.3;
Page 1
2038
Pr4
with
Ped-122
File:
e: \TRF\Proj
Date :
VISSIM:
Ped, i np
comment:
PM
with
PM
1: siringo,/ st - Franci s
2: zi a-St Francls
3: sawmill / st Francis
5: zia / calisteo
Node
Node
Node
Node
fro4;to)- . Types
of vehicles' Al I vehlcle
All vehicle
pei
vehicle
[s]'
delay
o"iivfriil: Average
aveQleue: Average Queue Length LItl
r.lo"emeni
veh(n]'l):
Number
1;
L;
Li
L;
1-;
1-;
E-W;
E-S;
w-N;
l,'l-E;
N-S;
N.E;
N-SW;
1-;
1-;
S-N;
)'
)'
).
),
).
w-s;
s-w;
s-E;
All;
N-E;
N-S;
N-W;
E_N;
E-S;
E-W;
S.N
).
).
).
)'
3;
3;
3;
3i
3;
2.
3;
3i
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
n'
lttl
1;
1;
1.
1;
L;
Length
s-E
s-w
w-N
W-E
w-s
All
w-N
s-N
s-w
w-S;
w-E;
E-W;
E-S;
E-N;
S.E;
N-S;
N-W;
N-E;
Al
l;
S-W;
w-s;
w-E;
W.N;
s-E;
N-W;
E-W;
E-S;
E-N;
Al l;
All;
154;
L26i
158:
Lozi
2370i
74i
L52 |
338:
zosi
111-3 :
76i
4944i
2 56;
1888;
7L0i
158;
335:
242i
9L2;
158;
7Lt
347 i
I49t
53;
5289:
315;
75Li
Ll4i
295;
28;
15;
13;
76t
32:'
L624i
514;
139;
3916;
5;
12;
5l-6;
0;
55;
o;
847i
L77 i
o;
L6L2;
L576Li
4B.z;
43.9i
36.0:
49.5;
24 '7 i
19. 1;
l-6.3;
L5.7i
8s.8:
19.9;
8.2 i
26.7 i
88. 7;
55.2;
2L.8i
LO.4i
90.5;
42.3i
48.9;
6.6;
79.8i
L3L.7;
54.0;
52 .9;
55.3;
53. 5;
8.9;
L4.6i
8. 5;
45.9 i
75.0;
50.6;
L.2;
0.9;
23.8;
23.Li
33.3;
22.0i
LL.zi
L43.Li
1-86.
1;
0.0;
39.8;
o.o;
0.5;
23.2i
o. o;
7L.7 i
39.7;
Paqe 1
Types
Ped\2038
PM
with
2038
PM
with
Ped-1-32
!:l:jro
Comment:
Date:
vrssrr4:
Q:
5.40-09
i IOtZl
pM
ptr4
ff l6l5i:
)i"tIil3n3,3;1"1"ffi in'"tii
Node; l4ovement:
1;
L:
1;
1;
1;
1;
e-r
1;
L;
1:
2;
2i
2;
2;
2;
2;
2;
2;
2;
2;
2;
2:
2;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
5;
5;
5;
0;
191.6;
N-s;
24241
L63;
96;
-sw;
67;
136;
rl l:
206;
LL2L;
79;
4983;
w-s:
s-wi
s-N;
s-E;
r'r-e i
N-s:
N-w;
E-N:
E-s;
e-w;
s-N:
s-E;
s-w:
345 i
275 t
1952;
693;
L64;
320i
249i
9L3;
155;
98;
348;
w-N;
w-E:
L82 i
r'll;
54L9;
w-s;
w-N;
s-N;
s-w;
w-s;
w-E;
E-w;
E-s;
E-N;
s-E;
N-s
N-w;
N-E;
all:
-w;
w-s;
w-E;
w-N;
S-E;
s
N-w;
E-w;
E-s;
E-N;
rll;
ell;
[fij
L40;
1-48;
N-E;
N
rvp",
"
aveQueue; maxQueue;
58;
E-s;
w-tt:
w-E:
iYi-v"r' i.r
veh(all);
e-w:
1;
1;
L;
1;
ren6th
iiii iii,'
7ol
347
7
56i
tL4;
265 i
23:'
)).
o.
7Li
40;
1677;
514
t49;
3987:'
6;
18;
548;
0;
63;
0;
879;
160 ;
0;
t67 4;
16063;
0.0;
4I.7 |
32 .2;
24.8;
2s.0;
L39. 8;
0.0;
22.8i
55.1-;
26 .4;
0.0;
30.8;
89.8;
.5i
0.6;
373
14.6;
L07 .2 i
4L4l
95.3;
0.1
29 .2
348. 8
75.9
7s.9
L04 .4
66.6
14.S
3.5
1 )-
r.3 . 8;
7.2i
3.0;
0.0;
0.0;
45. 3
0.0
6.7
L3.6
0.0
L97.8
L97 .8
0.0
22 .4
0.0;
0.0;
1.7 i
0.0;
46.6i
49.0;
Page 1
0.0;
L27 .7 ;
1-08. 2 ;
764 .0;
803 . 9;
42.6i
0.0;
29L.6t
337 .2 |
347 .0 i
0.0;
. 9;
78L.6i
L255 .4;
803
64L.7
84.L;
62s.5;
623 . 4;
300 . 6;
54.9;
125.3;
439.
3;
420.8;
420 .8;
.4;
L29 .9;
L2s5
209. L;
67.8;
L13.2i
234.7
42.8i
39. 8;
0.0;
0.0;
693 . 6;
0.0;
232 .0;
693 . 6;
0.0;
463.7
463.7;
0.0;
.5;
246
0. 0;
0. 0;
79.9t
0 .0;
463.7 i
1255.4;
2038
PM $,i
th
Ped-142
File:
Q:
Ped.inP
comment
PM
with
PM
Number
Node: Node
-udvement
(eeari nq from-to)
i'iiiEirerii:
rl vehicle rvpes
i,'iii,uEi
"r'v"1iicl6s,
delav pei. vehicle [s]' A'll vehicle tvpes
;;i;;iAii),-A;eraqe
aveQireue: Average Queue Lengtn [Ttl
maxQueue: Maximum Queue Length lrtl
ilfriiiii,
tode ; Movement ;
E-N;
1;
E-W;
i-;
E-S;
1;
W_N;
t-;
t;
1-;
1;
l'J-E;
N-S;
N-E;
veh(all);
65;
r-38;
L44 i
178 i
86;
24L4;
69;
L44i
Li
N-SW;
1;
L;
Li
S_W;
328 i
189 ;
1161-;
88
A1'l
s004
N_S;
1866
1.
Li
).
).
w-s;
s-N;
S-E;
N-E;
278
E-N;
740
181
E-W;
255
S.N
S_E
s-w
t4r
2
2
W-N
w-E
330
L59
AlI
s352
2
2
2
3
3
3
3
3
3;
3;
3;
3
3
3
3
3
5
5
5
5
5
5
5
5
5
5;
0;
N_W;
E-S;
w-s
w-N
S-N
s-l/;
297
937
92
76
357
758
w-s;
110 ;
267 i
E-W;
26i
W-E;
E-S;
E-N;
S.E;
N-S;
N-W;
N-E;
Al I;
s-w;
w-s;
Lzi
Lzi
65;
24i
1646;
470 i
156;
3903;
7i
W-E;
L4;
534;
s-E;
55;
w-N;
N-W;
E-W;
E-S;
E-N;
All;
All;
0;
0;
928;
L53;
0;
1691;
L5950;
Page 1
Ped\2038
PM
with
lil":
Peo, I -np-
Comment:
pM
r
ng fronr_to)
IgygTgl!
' number of vehicl6s,
veh(At t):.
ll.l -v6hic.le rvoes
Numbe
r4ovement _(Beari
ffl8il5ill)i"tyil3n3"g;1"1"3:in'"t'iiiii' iii,'iYi'vetricte
L;
L;
L;
1;
1;
1;
1;
1.
1;
i.;
L;
1;
'J-;
).
E-N;
E_W;
E-S;
W.N;
W-E;
N.S;
N-E;
N-SW;
w-s;
S-t/;
s-N;
s-E;
All;
N.E;
N-S;
N-W;
).
E-N;
E-S;
E-W;
)'
s-N;
s-E;
s-w;
w-N ;
).
lv-E;
w-s ;
2.
W-N;
3;
3;
3;
Alt;
(nl
l)
262;
1894;
727 ;
t77;
306;
250;
949;
l-58;
82:.
51;
159;
59;
5374;
3
337 ;
767 t
3;
2.
E-W;
E-S ;
8;
19;
3;
s-E;
31;
1660;
3;
3;
3;
3;
5;
5;
5;
5;
5;
5;
5;
0;
N-S;
N-W;
N-E;
rll;
s-w;
l^/-s;
w-E;
w-N;
S.E;
N-W;
E-W;
E-S;
E-N;
all;
Al'l
5007;
LL4;
279;
E-N;
irij
52;
131;
165;
L79;
98;
2376;
66;
L6Li
32L;
240;
LL43;
75;
s-N;
s-w;
w-s ;
w-E;
2.
2.
r_enftl
)).
76;
460 i
156;
3929;
3;
16;
536;
0;
59;
0;
904 ;
L54;
0;
1672;
15982;
Page 1
rvpes
with
ped\2038 pM wi th
2038
PM
with
Ped-1-62
File:
Ped.inp
Q:
comment:
'''
llode:
ruode lumbe
z0L4 4:05:39
PM
with
PM
(eeari nq from-to)
vovement: N4ovement
'dr'v"1ii
cl 6s , rl vehi c'l e rvpes
;;fri^iii ; ri"'i'66i
pei vglicle isl All vehicle rvpes
oEiivrniil nueraqe delavLength
Lltl
aveoleue: Averaqe Queue
maxQueue: Maximum Queue Length lrtj
'
tt
E-W;
1;
L;
L;
1;
l,{-N;
W-E;
Li
r]l);
65;
130;
E-S;
L47 ;
r-63;
93;
N-S;
2447 i
Li
N-SW;
L47 i
1-;
S.N;
S-E;
1118
-r2 ;'
1;
1;
1;
Li
').
).
').
N.E;
w-s;
s-w;
411
N-E;
N-S;
N-W;
E-N;
E-S;
E-W;
52i
345i
230;
01-0
1896
278;
7L3 i
153;
338;
246i
943;
2
2
2
2
S-N;
S-E
W-E
69;
32Li
l-5t-;
63;
5335;
W-N
327 i
z
2
3
3
3
3
s-w
W-N
w-s
A'l'l
s-N
S-W;
W-S;
w-E;
31
E-S;
E-N;
S.E;
N-S;
3;
3;
3;
3
3
3
3
E-W;
N-W;
N-E;
nl
l;
5
5
5
5
5
s-w;
w-s;
w-E;
5;
N-W;
E-W;
5
5
5
5
0;
W-N ;
s-E;
E-S;
E-N;
Al I;
all;
'
164
69;
91;
275i
25i
t7i
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66;
40;
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3929;
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0;
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891;
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Page 1
Ped\2038
PM
with
I.e:
Ped. r np
e: \TRF\proj
with
Comment;
veh(A'll):
Number
oelay(nll):
1;
L;
!;
t;
1;
1;
1.
t;
1;
1;
1;
1.
1;
)'
E_N;
E-W;
E-S;
w-N;
W-E;
N-S;
N_E;
N-SW;
w-s;
S.W;
s-N;
s-E;
E-W;
S_N;
s-E;
s-w;
W-N;
W-E;
W_S;
3
3
W-N;
3;
s-w;
w-s;
3i
3;
3
3
5
5
s
5;
5;
c.
5;
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(.
5;
0;
2392 i
153;
320i
199;
LL57
70;
l-864;
2
2
3;
3;
3;
3;
3;
L43;
L79;
108;
N-S;
E-S;
?.
t52;
5007;
N_E;
E-N;
2
2
2
51;
nlI;
N-W;
).
veh (41 1)
All;
S-N;
W-E;
E-W;
E-S;
E-N;
s-E;
N-S;
N-W;
N-E;
nl'l
s-l^l;
W-S;
W-E;
W-N;
S-E;
N-W;
E-W;
E-S i
E-N;
Al
I;
A11;
247 t
720 i
779;
31-9
238;
929 |
155;
I04 i
338;
LTLi
65;
5329;
378;
7 56;
L07 i
240 i
22;
2t;
16;
69;
33;
L642;
492:.
138;
3914;
11;
11;
535;
0;
58;
0;
913
148
Delay(All);
.4;
54.8;
o
42.Oi
40.7 i
57
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43.5i
30.8;
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48.0;
49 .3;
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6;
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64.2;
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25.5;
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42.7;
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208.3;
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79.6;
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0.0;
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36s . 8;
420
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257
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L48.3;
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278.7 i
63.3;
44.4;
0.0;
0.0;
628. 6;
0.0;
104.8;
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88.4;
109.9;
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23r.. 5;
798
798
0.5;
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0.0;
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52
Page 1
5;
420. 8;
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0.0;
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35.5;
31.6;
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L7.3i
60.0;
16.5;
0;
1676;
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0.0;
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0. 0;
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0.0;
0.0;
204 .2;
0.0;
798 .4;
97
1656.0;
Ped\2038 pr,l wi th
2038
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with
Ped-182
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Ped. i np
Q:
Comment:
PM
1
1
1
1
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1
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1
1
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1
2
2
2
2
2
2
2
2
2
2
2
2
2
3
3
3
3
3
3
3
3
3
3
3
3
5
5
5
5
5
5
5
5
5
5
Movement;
E-N;
N-W;
E-W;
E-S;
E-N;
All;
Al l;
o;
878;
1-63;
o;
1615;
1581-2;
o. o;
0. 8 ;
33.3;
o.o;
94.8;
43.Li
aveQueue; maxQueue;
0.0;
0. 0;
38.3;
30.4;
23.0;
25.3i
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3.7 |
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56.3;
30.s;
0.0;
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63.5;
360. 3 ;
28. 9;
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106 .2 i
106.2
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211.8;
t93 .2 i
t07 .7 i
L44 .9 i
781. 0 ;
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259.7 i
351.1;
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28.9 i
781. 0 ;
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479
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0.0;
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Page l-
0.0;
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0. 0;
1L45 .4 i
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