Appendix E: VISSIM Model Calibration Summary: Core of Rosslyn Transportation Study Existing Conditions Report - Appendix

Core of Rosslyn Transportation Study
Existing Conditions Report - Appendix
Appendix E: VISSIM Model Calibration Summary

VISSIM Model Calibration Summary 05.09.2018
VISSIM Model Calibration Summary

Introduction and Purpose
The following document details the procedures and assumptions used to develop and calibrate the AM
and PM Existing Conditions VISSIM models for the Rosslyn Street Reconfiguration Implementation
Study. The calibration process follows the guidance from the Virginia Department of Transportation
(VDOT) Traffic Operations and Safety Analysis Manual (TOSAM) Version 1.
VISSIM (Version 9, Build 10) was used to develop the AM and PM existing conditions models of the
Rosslyn transportation network. Vehicle, transit, pedestrian, and bicycle modes were included in the
models. The VISSIM models were calibrated to real world conditions, as documented or observed using
a variety of field data sources. A separate data collection summary document has been prepared and
contains information on the existing conditions data used to calibrate the models.
The objective of calibration was to develop models that reasonably reflect existing multimodal traffic
operations in the Rosslyn study area. A calibrated set of models will be the basis for evaluation future
roadway and multimodal improvements.
Characteristics of the VISSIM Study Area

The study area modeled in VISSIM consists of the N. Lynn Street and Fort Myer Drive corridors, plus one
adjacent intersection on each side of the corridor. Freeway mainline segments and ramps that provide
access to the arterial network are also included (I-66, Arlington Boulevard, and Route 110). Figure 1
shows the VISSIM study area.
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Figure 1. VISSIM Study Area
A four-hour simulation period was selected to capture the onset and dissipation of study area
congestion. This consists of a one-hour seeding period, a two-hour peak period, and a one-hour
shoulder period. The AM and PM peak hours span the middle hour of the two-hour peak period. Table 1
summarizes the simulation periods and Figure 2 shows the total network intersection volume profiles
that were used to determine the simulation periods.
Table 1. VISSIM Simulation Periods
VISSIM Peak
Seeding Period Peak Hour Shoulder Period
Period
AM 6:30 to 7:30 AM 8:00 to 9:00 AM 7:30 to 9:30 AM 9:30 to 10:30 AM
PM 3:30 to 4:30 PM 5:00 to 6:00 PM 4:30 to 6:30 PM 6:30 to 7:30 PM
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AM SIMULATION PERIOD PM SIMULATION PERIOD

12,000
PEAK PERIOD PEAK PERIOD
SEEDING HOUR
PEAK HOUR
SHOULDER HOUR
SEEDING HOUR
PEAK HOUR
SHOULDER HOUR
10,000
TOTAL INTERSECTION VOLUME
8,000
6,000
4,000
2,000
Figure 2. VISSIM Simulation Periods and Total Intersection Volume Profiles
AM Peak Period Conditions

The AM peak period operates under congested conditions and is characterized by:
· Queuing along N. Lynn Street from Key Bridge back to Arlington Boulevard; congestion on Key
Bridge also creates queues onto westbound I-66 (Exit 73) off-ramp
· Queuing and slow-moving platoons along eastbound Lee Highway, from the intersection with N.
Lynn Street, spilling back to N. Rhodes Street
· Significant traffic flow, vehicle interactions, and queuing from multiple approaches at the
northern and southern termini of N. Lynn Street and Fort Myer Drive corridors
· Queuing and slow-moving platoons along eastbound Clarendon Boulevard into the study area,
spilling back to N. Rhodes Street
· Queuing on eastbound Key Boulevard and eastbound Arlington Boulevard (frontage road) due
to preponderance of cut-through traffic
· Queuing along eastbound Arlington Boulevard back to the 10th Street interchange from the
Theodore Roosevelt Bridge, causing spillback onto N. Meade Street from the on-ramp
· Queuing and slow-moving platoons along eastbound I-66 from eastern end of Theodore
Roosevelt Bridge
· Significant transit activity along N. Moore Street and 19th Street N.
· Significant pedestrian activity throughout the study area, delaying right-turns at intersections
and garage entrances
PM Peak Period Conditions

The PM peak period operates under congested conditions and is characterized by:
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· Queuing along N. Lynn Street from Key Bridge back to 19th Street N; congestion on Key Bridge
also creates queues onto westbound I-66 (Exit 73) off-ramp
· Queuing along eastbound I-66 and Lee Highway from the weave between the on-ramp from
eastbound Lee Highway and the off-ramp to Route 110
· Queuing along westbound Wilson Boulevard in the study area
· Reduced speeds and weaving issues along Fort Myer Drive approaching Arlington Boulevard
· Significant pedestrian activity throughout the study area
VISSIM Network Development

Roadway Geometry
The VISSIM model files created as part of VDOT’s Transform 66 – Inside the Beltway project were used
as base files for the development of the Rosslyn model. The network roadway geometry was updated
from the VDOT models, based on aerial imagery and verified with field observations, to better represent
the Rosslyn study area network.
The updated geometry and network represents roadway configuration as of November 2017. As such,
the following tactical urbanism or police enforcement strategies are included in the existing conditions
models:
· Restriping of southern leg of Fort Myer Drive and 19th Street N.

· Restriping of southern leg of Fort Myer Drive and eastbound Lee Highway
· Restriping and bicycle lane on N. Lynn Street between 19th Street N. and eastbound Lee Highway
· Prohibition of westbound right-turns from Wilson Boulevard to N. Lynn Street
· Prohibition of southbound left-turns from N. Moore Street to Wilson Boulevard
AM and PM model geometry is consistent, with the exception of the reversible lane operation on
Theodore Roosevelt Bridge which was uniquely coded for each peak period. The bridge has four
eastbound lanes and three westbound lanes in the AM, while in the PM, the bridge has three eastbound
lanes and four westbound lanes.
Speed Distributions
Desired speed distributions, or model free-flow speeds, were set based on posted speed limits and the
following guidance provided by TOSAM:
· From 5 miles per hour (mph) below the posted speed limit to 5 mph above the posted speed
limit for arterials
· From 3 mph below the posted speed limit to 10 mph above the posted speed limit for freeways
· From 7.5 mph to 15.5 mph for right turns and from 12.4 mph to 18.6 mph for left turns
Ramp speed distributions are referenced from posted advisory speeds.
Traffic Control Devices

A total of 19 signalized intersections were modeled using ring barrier controllers (RBCs). Signal timings
were based on Synchro models and timing sheets provided by Arlington County.
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Vehicle Routing
Vehicular routing was coded as complete origin-destination vehicle routing decisions between network
entry and exit locations. The process in Figure 3 was used to develop vehicle routing based on peak
period trip tables that were validated as part of travel demand modeling.
Rosslyn Rosslyn
VISSIM Area
Subarea Subarea Import Trip
Subnetwork
Peak Period Peak Hour Tables
Generation
Trip Tables Trip Tables VISSIM
VISUM
VISUM VISUM
•Ratio of peak •O-D Matrix •Roadway links •VISUM trip tables

period to peak hour correction using contained in the imported into
network traffic VISUM TFlowFuzzy VISSIM network VISSIM to create
counts used as to match areas extracted as vehicle routing
scalar assignment to peak VISUM subnetwork decisions
•0.444 for AM hour turning •Subnetwork O-D •Consistency check
•0.288 for PM movement and link matrix correction between VISSIM
counts and VISUM
Figure 3. VISSIM Vehicle Routing Development
Vehicle Compositions
Three vehicle classes were used in the VISSIM models: cars, small trucks, and heavy trucks. Uniform
vehicle compositions were set network-wide based on vehicle classification data provided by Arlington
County for locations near the study area. Table 2 summarizes the vehicle compositions used in the AM
and PM models. The heavy vehicle compositions were set to zero for network inputs on I-66, George
Washington Memorial Parkway, and parking garages because of truck prohibitions. In addition, buses
were excluded from the vehicle compositions so that bus operations could be modeled explicitly by
route and schedule as discussed in a later section.
Table 2. VISSIM Vehicle Compositions
Vehicle Class Composition Example Vehicle Types

Car 92.5% Passenger Cars, Pickup Trucks, Vans
Small Truck 7.0% Single Unit Trucks
Heavy Truck 0.5% Single Trailer Trucks
Vehicle Input Distribution

Vehicle inputs were coded in 15-minute intervals to reflect variations in traffic volumes across the peak
periods. Localized input distributions were created for each network entry point using raw traffic counts
that were adjusted to balanced peak hour volumes. The distribution factors represent the flow rate for a
15-minute interval in relation to the volume for the network peak hour at that location. The localized
vehicle input distributions allow peaking to occur at different locations at different times as observed in
the field while still inputting the proper volume for the network peak hour (i.e., the basis for volume
calibration).
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Public Transit
Bus routes and stops in the VISSIM network area were coded using posted maps and schedules. Routes
included in the models are shown in Table 3. Bus stop dwell times were set using a normal distribution
with a mean of 20 seconds and standard deviation of 10 seconds.
Table 3. Bus Routes Included in VISSIM Models
Operator Bus Route

Arlington Transit 43, 45, 55, 61A, 61B
Metrobus 3Y, 4A, 4B, 5A, 10E, 38B
Dulles North – Pentagon,
Loudoun County Dulles North – State Dept.,
Transit Purcellville – Pentagon,
Purcellville – State Dept.
Potomac and Dale City - Pentagon/Rosslyn/Ballston,
Rappahannock Gainesville-Washington,
Transportation Gainesville-Pentagon,
Commission Manassas-Pentagon,
(PRTC) Manassas-Washington
Fairfax Connector 599, 699
DC Circulator Dupont Circle - Georgetown - Rosslyn
Pedestrian and Bicycle Modes

Pedestrian and bicycle demand was coded based on count data. Crosswalks were modeled at every
intersection, including midblock crossings on N. Lynn Street and N. Moore Street between Wilson
Boulevard and 19th Street N. Crosswalks were also modeled at parking garage entrances and exits.
Bicycle facilities were modeled along N. Lynn Street, Clarendon Boulevard, Wilson Boulevard, and Key
Boulevard (on-street bicycle lanes) as well as north of westbound Lee Highway (Custis Trail). Bicycle
routing decisions were used for bicycle facilities, and bicycles were assumed to use crosswalks at other
locations, per the recorded count data. Seasonal factors developed from bicycle count station data was
used to normalize counts collected from different months of the year. Conflict areas and priority rules
were coded for turning vehicles that conflict with non-motorized modes.
VISSIM Model Calibration Methodology

Calibration Criteria
The VISSIM models were calibrated to existing traffic conditions generally using guidance provided in
the TOSAM Version 1. Volume, travel time and queue length calibration measures deviate slightly from
TOSAM per the project scope and agreed-upon Forecasting and Traffic Operations Analysis Framework
Document. Table 4 summarizes the measures and criteria used to evaluate the effectiveness of model
calibration as well as the specific data sources used to calibrate the models.
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Table 4. Calibration Items and Targets
Simulated Measure Calibration Threshold Field Data Source

Simulated Traffic Volume for Peak
Hour
· At intersections, difference Within ± 20% for <100 vph
targets must be met for at Within ± 15% for ≥100 vph to Balanced peak hour traffic
least 85% of approaches <300 vph counts
Within ± 10% for ≥300 vph to (June 2014 – November
· For freeways, difference
<1,000 vph 2017)
targets must be met for at Within ± 5% for ≥1,000 vph
least 85% of freeway mainline
segments and ramps
Simulated Travel Time for Peak Primary1: Google Maps API
Within ± 1 minute for routes
Period (November 28 – December
with observed travel times that
Difference targets must be met for 14, 2017)
are less than 7 minutes
a minimum of 85% of travel time
Within ± 15% for routes with
routes. Four arterial routes and Secondary1: Travel Time
observed travel times that are
three freeway routes were used Runs
greater than 7 minutes
for calibration. (November 15 – 16, 2017)
Maximum Simulated Queue
Modeled queues qualitatively
Length for Peak Period
reflect the impacts of observed
Calibration target must be met for
queues in the following area:
a minimum of 85% of the critical
· Spillback to adjacent
locations. Queue impact were used
intersections Field observations –
to justify calibration in addition to
· Spillback from ramp Wednesday November 29,
quantitative comparison of queue
2017
length. intersection to freeway
mainline and vice versa
· Spillback from turn lanes
Visual Review of Bottleneck

Locations for Simulation Period
Speed heat map were plotted Field observations –
Simulated average speed (miles
for freeway segments to Wednesday November 29,
per hour) were compared with
qualitatively review the patterns 2017
probe vehicle data for the freeway
and duration of congestions
segments (I-66, Route 110, and
INRIX – October 2017
Arlington Boulevard)
1Google Maps API travel time was used for calibration of all routes that are detailed in the data collection summary of existing
report except for westbound Wilson Boulevard. Travel time run data is used for this route because the Google Maps route
extends beyond the extents of the VISSIM model. Travel time data were collected from Google API in 5-minute intervals over
the defined period and were aggregated to the peak periods.
Error Checking
Prior to calibration, error checking was completed through a visual review of the simulation and
comprehensive review of the error log to identify coding errors that could impact the model results. This
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included identifying missing conflict area and locations where signal timing were not be operating
correctly. Given the highly-saturated traffic conditions, numerous closely spaced intersections, and
heavy pedestrian activity, the simulation and coding was reviewed in detail to prevent unrealistic
network gridlock.
Number of Runs Requirement

Microsimulation results inherently vary between runs due to random seed numbers, so results are an
average of multiple microsimulation runs. The VDOT Sample Size Determination Tool was used to
determine the appropriate number of simulation runs at a 95th percentile confidence level. Initial model
runs with ten seeds were conducted, and the tool was used with the following measures of
effectiveness to determine the required number of runs for the AM and PM models:
· Travel time on northbound N. Lynn Street, southbound Fort Myer Drive, eastbound Clarendon
Boulevard, and westbound Wilson Boulevard
· Throughput on northbound N. Lynn Street and southbound Fort Myer Drive at 19th Street N.
· Throughput on eastbound and westbound I-66 between Lee Highway and Route 110
The resulting required number of runs was ten for both AM and PM peak periods. As such, all results
reported are an average of ten microsimulation runs.
Calibration Parameters and Adjustments

Calibration of the VISSIM models to meet the calibration targets required adjusting specific parameters
to achieve the desired throughput, travel time, queue lengths, and speeds.
Lane Change Distance

Lane change distance is the distance in the VISSIM model where a vehicle will start attempting to make
a lane change to a target lane prior to an off-ramp, a lane drop, or change in direction in travel. This lane
change distance is a parameter on every connector in the VISSIM network, and its default change
distance value is 656 feet. This parameter was adjusted on a case-by-case basis at different locations
with the goal of replicating observed field conditions. It was increased on freeway exits and
oversaturated arterial movements to replicate the advanced lane changing that was observed in the
field. In some cases, lane change distance was reduced from the VISSIM default value to achieve better
lane utilization at locations with closely spaced intersections or on-ramp lane drops, such as on 19th
Street N., Wilson Boulevard, and the eastbound I-66 on-ramp from Lee Highway.
Driver Behavior
VISSIM incorporates two different car-following models – one for freeways and one for arterials. Aside
from roadway geometrics, driver behavior has the greatest impact on roadway capacity by adjusting
vehicle spacing, headways, and lane changing behavior. Car-following and lane-changing parameters
were modified for selected locations during the calibration process based on recommended values from
guidance documents, previous experience with similar types of networks and operations, engineering
judgment, and field observations. The VISSIM models contain link display colors that correspond to the
various link behaviors to assist with review and calibration.
Table 5 provides a list of driver behaviors used in the models, associated parameters some of which (in
bold) were modified from the default values, and example application areas.
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Table 5. VISSIM Driver Behaviors
Arterial
Freeway Arterial Arterial
Freeway Freeway High Freeway Reduced Arterial Arterial Aggressive –
Parameters Medium Aggressive – Reduced
(Default) Aggressive Capacity (Default) Aggressive Very High
Aggressive High Capacity Capacity
Capacity
Look Ahead Distance: Num. of
Observed Vehicles 2 2 2 2 4 4 4 4 4
Car Following Parameters
CC0 (Standstill Distance) (ft) 4.92 4.92 4.92 5.61 N/A N/A N/A N/A N/A
CC1 (Headway Time) (s) 0.9 0.9 0.9 1.1-1.40 N/A N/A N/A N/A N/A
CC2 (Following Variation) (ft) 13.12 13.12 13.12 25.00 N/A N/A N/A N/A N/A
Average Standstill Distance (ft) N/A N/A N/A N/A 6.56 6.56 5.00 5.00 6.56
Additive Part of Safety
N/A N/A N/A N/A 2.00 2.00 1.50 1.50 2.50
Distance
Multiplicative Part of Safety
N/A N/A N/A N/A 3.00 3.00 2.50 2.50 3.50
Distance
Maximum Deceleration
-13.12 -16.50 -25.98 -13.12 -13.12 -15.00 -15.00 -15.00 -13.12
(Own Vehicle) (ft/s2)
Maximum Deceleration
-9.84 -14.99 -18.01 -9.84 -9.84 -12.00 -12.00 -12.00 -9.84
Lane-Changing Parameters
(Trailing Vehicle) (ft/s2)

Accepted Deceleration
-3.28 -7.02 -14.01 -3.28 -3.28 -3.28 -3.28 -3.28 -3.28
(Own Vehicle) (ft/s2)
Accepted Deceleration
-1.64 -4.00 -8.99 -1.64 -3.28 -3.28 -3.28 -3.28 -3.28
(Trailing Vehicle) (ft/s2)
Minimum Headway 1.64 1.44 1.31 1.64 1.64 1.50 1.50 1.50 1.64
Safety Dist. Reduction Factor 0.60 0.25 0.10 0.60 0.60 0.25 0.25 0.25 0.80
Maximum Deceleration for
-9.84 -16.90 -27.89 -9.84 -9.84 -15.00 -15.00 -15.00 -9.84
Cooperative Braking (ft/s2)
Advanced Merging Off On On Off Off On On On Off
Cooperative Lane Change Off On On On Off On On On Off
Weave or Oversaturated
Short arterial Segments with Segments with
Default for all merge which Short weave or Major bottleneck Default for all segments with
Use Cases weaving or observed close significant
freeway links see high merge areas locations arterial links high
merging areas car following weaving
throughputs throughput
WB I-66 weave
EB Arlington NB/SB Key
from Route NB Lynn St, EB SB Fort Myer
Most basic freeway Blvd EB Theodore Bridge, EB/WB EB Lee Hwy at
Example Locations 110; EB I-66 Most arterial links Wilson Blvd in Dr at Fairfax Dr
links approaching N. Roosevelt Bridge Wilson Blvd in N. Lynn St
merge from SB AM in PM
Meade St PM
GW Parkway
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Conflict Areas and Priority Rules

Some conflict areas parameters were modified at locations in which field observations suggested that
drivers were willing to accept shorter gaps or were more inclined to block other movements. This
involved reducing the front gap, rear gap, safety distance factor, and avoid blocking parameters.
Priority rules were used to help prevent complete intersection blocking. They were also used for
preventing turning vehicles from conflicting with heavy pedestrian movements when use of conflict
areas would cause unrealistic network gridlock.
External Congestion
Some locations in the study area operate under constrained conditions due to queue spillback from
outside of the study area, namely northbound on Key Bridge and eastbound on Theodore Roosevelt
Bridge. A traffic signal was added to the edge of the network on Key Bridge to replicate queue spillback
from the intersection with M Street NW. Signal phasing and timing was approximated based on field
observations of the signal operations. Congestion was replicated on the Theodore Roosevelt Bridge
leaving the network using time-dependent and lane-dependent reduced speed areas and by traffic
routing based on known weaving patterns at the edge of the network. Speeds were set based on probe
vehicle average speeds and local knowledge of traffic operations.
Signal Adherence
Yellow change intervals of signal timings were changed slightly in some locations where vehicles,
pedestrians, or cyclists were observed to use a greater amount of the yellow interval than what was
simulated in VISSIM. The yellow clearance interval of the congested vehicular movements (#1, #2, and
#3 below) were shortened to provide more green time to achieve greater throughput. Crosswalk or trail
crossing pedestrian clearance intervals were reduced at one location (#4 below) to provide more WALK
time. The crossings were previously observed to take multiple cycles to clear the pedestrian demand in
VISSIM whereas in the field pedestrians were observed to cross the intersection in each cycle. By
default, pedestrians and bicycles strictly adhere to flashing DON’T WALK signal indications in VISSIM.
1. Eastbound Lee Highway and N. Lynn Street

2. Eastbound Lee Highway and Fort Myer Drive
3. Westbound Fairfax Drive at N. Lynn Street
4. Eastbound/westbound pedestrian and bicycle crossing of Fort Myer Drive along westbound Lee
Highway (Custis Trail)
Pick-Up and Drop-Off Activity

Frequent passenger pick-up and drop-off activity was observed in the rightmost lane of N. Lynn Street
between 19th St N. and eastbound Lee Highway in both AM and PM. This activity was replicated in
VISSIM using parking lot vehicle routes and a parking area in this lane. Vehicles were coded to stop here
at a rate of approximately one vehicle per minute and park for an average duration of 20 seconds and
up to two minutes.
Lane Utilization
In the AM, buses from southbound N. Moore Street were observed using the eastbound through lane
(rightmost lane) at the intersection of 19th Street N. and N. Lynn Street to turn left to head northbound
toward Lee Highway and I-66. To replicate this de facto turning movement, transit buses destined for
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eastbound I-66 were allowed to make this movement in the AM VISSIM model. Replication of this
behavior was also required for volume and throughput calibration along these streets.
Calibration Results
Existing AM Model
An overall summary of the calibration results of the existing AM VISSIM model is included in Table 6.
Overall, all calibration criteria were met. Detailed calibration results can be found in Attachment A.
Table 6. AM Calibration Summary
Target
Calibration Item Basis Total Percent Target
Met
Simulated Traffic Volume Approaches
74 94% 85% Yes
(Intersections) (n = 79)
Simulated Traffic Volume Segments
34 97% 85% Yes
(Freeways) (n = 35)
Simulated Travel Time Routes
9 90% 85% Yes
(Arterials and Freeways) (n = 10)
Maximum Simulated Queue Length Approaches
18 100% 85% Yes
(Critical Locations) (n = 18)
Freeway
Visual Review of Bottleneck Locations Segments - - - Yes
AM Volume Calibration
Throughput volumes produced from the VISSIM model for the AM peak hour were compared with traffic
counts for intersection approaches and freeway segments. Intersection volume calibration was
accomplished for 94% of approaches. The approaches not meeting the calibration criteria are primarily
low volume approaches where a small difference is a large overall percentage of the target volume.
Freeway volume calibration was accomplished for 97% of segments. The only segment not meeting the
calibration criteria is the eastbound Arlington Boulevard on-ramp from N. Meade St, which is
constrained by heavy congestion along Arlington Boulevard.
AM Travel Time Calibration

Average travel times produced from the VISSIM model for the AM peak period were compared with
field measurements for four arterial routes and six freeway routes. Travel time calibration was
accomplished for 90% of travel time routes. The only route not meeting the calibration criteria is
eastbound Arlington Boulevard, which has a slightly longer model travel time than the average peak
period field travel time. The model travel time is within the magnitude of travels times observed for
shorter durations within the peak period, and the visual review of the eastbound Arlington Boulevard
bottleneck calibration is comparable to INRIX speed data.
AM Queue Length Calibration

Average and maximum queue lengths produced from the VISSIM model for the AM peak period were
compared against observed field measurements at 18 critical intersection or ramp approaches, as
agreed upon by Arlington County. Both measures were observed to qualitatively assess whether
modeled queues reflect the impacts of observed queues (e.g., spillback from a ramp intersection, turn
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bay, or downstream intersection). It was determined, based on engineering judgement and knowledge
of area travel patterns, that all critical locations adequately represent field conditions. In several
locations, field measurements were constrained by sight distance or an upstream intersection, while the
VISSIM queue length (as measured using queue counters in the model) will account for queues spilling
back through upstream intersections. For example, VISSIM queues along eastbound 19th St N. at N. Lynn
Street spill back to the intersection with Key Boulevard, at which point queues extend back along Key
Boulevard to the network extents. This was observed in the field and is known to occur from local
knowledge of the study area.
AM Bottleneck Calibration
Speed heat maps for freeways (I-66, Arlington Boulevard, Route 110) qualitatively reflect the patterns
and duration of congestion. Model speeds in 15-minute interval by freeway segments are comparable to
INRIX speed data for the magnitude and duration of the slow-downs. The VISSIM model speeds for
eastbound I-66 are slightly faster than the INRIX speeds approaching the Arlington Boulevard ramps
later in the simulation period (30 mph compared to 15-20 mph).
Existing PM Model
An overall summary of the calibration of the existing PM VISSIM model is included in Table 7. Overall, all
calibration criteria were met. Detailed calibration results can be found in Attachment A.
Table 7. PM Calibration Summary
Target
Calibration Item Basis Total Percent Target
Met
Simulated Traffic Volume Approaches
68 86% 85% Yes
(Intersections) (n = 79)
Simulated Traffic Volume Segments
30 86% 85% Yes
(Freeways) (n = 35)
Simulated Travel Time Routes
10 100% 85% Yes
(Arterials and Freeways) (n = 10)
Maximum Simulated Queue Length Approaches
17 94% 85% Yes
(Critical Locations) (n = 18)
Freeway
Visual Review of Bottleneck Locations - - - Yes
Segments
PM Volume Calibration
Throughput volumes produced from the VISSIM model for the PM peak hour were compared with traffic
counts for intersection approaches and freeway segments. Intersection volume calibration was
accomplished with 86% of approaches. The approaches not meeting the calibration criteria are primarily
due to congestion entering the network onto southbound Fort Myer Drive from Key Bridge, which
constrains southbound demand. Freeway volume calibration was accomplished with 86% of segments.
The segments not meeting the calibration criteria are segments along eastbound I-66 impacted by
congestions on Theodore Roosevelt Bridge and are all less than 10 percent different from target
volumes.
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PM Travel Time Calibration

Average travel times produced from the VISSIM model for the PM peak period were compared with field
measurements for four arterial routes and six freeway routes. Travel time calibration was accomplished
all travel time routes.
PM Queue Length Calibration

Average and maximum queue lengths produced from the VISSIM model for the PM peak period were
compared against observed field measurements at 18 critical intersection approaches. Both measures
were observed to qualitatively assess whether modeled queues reflect the impacts of observed queues.
It was determined that 17 of the 18 critical locations (94%) adequately represented field conditions.
Eastbound Key Boulevard at N. Nash Street has slightly longer model queues than observed, and
calibration of this queue length is more critical for AM and not PM.
PM Bottleneck Calibration
The speed heat maps for freeways (I-66, Arlington Boulevard, Route 110) qualitatively reflect the
patterns and duration of congestion. Model speeds in 15-minute interval by freeway segments are
comparable to INRIX speed data for the magnitude and duration of the slow-downs. The VISSIM model
speeds for eastbound Arlington Boulevard are slightly faster than field observed speeds approaching
Theodore Roosevelt Bridge (30 mph compared to 15-20 mph).
Conclusions
Based on the results obtained from the AM and PM VISSIM models and comparison to field data for
volume, travel time, queue length, and bottlenecks/speeds, it is concluded that the models are
reasonably calibrated to replicate existing multimodal traffic operations as well as to meet the required
standards established for the project. These models will be used for future scenario assessment upon
the development of future volumes and concepts.
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AM Calibration Summary
AM Peak Period Calibration Summary

Target
Calibration Item Basis Criteria Total Percent Target
Met
Within ± 20% for <100 vph

Within ± 15% for ≥ 100
Simulated Traffic
Approaches vph to < 300 vph
Volume 74 94% 85% Yes
(n = 79) Within ± 10% for ≥ 300
(Intersections)
vph to < 1,000 vph
Within ± 5% for ≥ 1,000
vph
Within ± 20% for <100 vph
Simulated Traffic
Segments vph to < 300 vph
(n = 35) Within ± 10% for ≥ 300
(Freeways)
vph to < 1,000 vph
Within ± 5% for ≥ 1,000
vph
Within ± 1 minute for
routes with observed travel
times that are less than 7
Simulated Travel Routes minutes
9 90% 85% Yes
Time (n = 10)
Within ± 15% for average
observed travel time that
are greater than 7 minutes
Modeled queues
Maximum
Approaches qualitatively reflect the
Simulated 18 100% 85% Yes
(n = 18) impacts of observed
Queue Length
queues
Speed heat maps
Visual Review of
Freeway qualitatively reflect
Bottleneck Yes
Segments patterns and duration of
Locations
congestions
AM Volume Calibration (Intersections)
Volume Calibration (Intersections)

AM Peak Hour (8:00-9:00 AM)
Volume Criteria Subtotal Total Percent Target Target Met
Within ± 20% for < 100 vph 15
Approaches Within ± 15% for ≥ 100 vph to < 300 vph 15
74 94% 85% Yes
(n = 79) Within ± 10% for ≥ 300 vph to < 1,000 vph 30
Within ± 5% for ≥ 1,000 vph 14
Balanced Count VISSIM

# Intersection Approach Movement Difference (vph) Difference (%)
(vph) Throughput (vph)
Southbound TH 1,370 1,386 16 1%
SB 1,947 1,949 2 0%
Key Bridge RT 577 563 -14 -2%
1 and George LT 34 33 -1 -3%
WB 750 692 -58 -8%
Washington TH 716 659 -57 -8%
Parkway Intersection 2,697 2,641 -56 -2%
TH 1,098 1,108 10 1%
SB 1,403 1,402 -1 0%
Fort Myer RT 305 294 -11 -4%
2 Drive and LT 119 141 22 18%
WB 313 327 14 4%
WB Lee Hwy TH 194 186 -8 -4%
Intersection 1,716 1,729 13 1%
LT 400 409 9 2%
SB 1,217 1,245 28 2%
Fort Myer TH 817 836 19 2%
3 Drive and EB TH 1,621 1,623 2 0%
EB 1,914 1,931 17 1%
Lee Hwy RT 293 308 15 5%
LT 260 261 1 0%
SB TH 689 1,191 742 1,221 53 30 8% 3%
Fort Myer
RT 242 218 -24 -10%
Drive and
TH 235 262 27 11%
4 19th Street EB 389 373 -16 -4%
RT 154 111 -43 -28%
N../N. Nash
LT 102 96 -6 -6%
Street WB 252 253 1 0%
TH 150 157 7 5%
LT 198 200 2 1%
TH 131 122 -9 -7%
SB 838 806 -32 -4%
Tunnel 452 442 -10 -2%
RT 57 42 -15 -26%
Fort Myer
TH 825 751 -74 -9%
5 Drive and EB 932 842 -90 -10%
RT 107 91 -16 -15%
Wilson Blvd
U-Turn 28 31 3 11%
WB LT 141 774 123 762 -18 -12 -13% -2%
TH 605 608 3 0%
Intersection 2,544 2,410 -134 -5%
LT 75 80 5 7%
SB 99 101 2 2%
RT 24 21 -3 -13%
N. Nash
LT 79 66 -13 -16%
Street and EB 207 205 -2 -1%
6 TH 128 139 11 9%
17th Street
TH 4 2 -2 -50%
N. WB 19 19 0 0%
RT 15 17 2 13%
Intersection 325 325 0 0%

Southbound LT 44 72 28 64%
SB TH 530 639 471 585 -59 -54 -11% -8%
RT 65 42 -23 -35%
Fort Myer
TH 141 128 -13 -9%
7 Drive and EB 324 309 -15 -5%
RT 183 181 -2 -1%
Fairfax Drive
LT 51 50 -1 -2%
WB 99 93 -6 -6%
TH 48 43 -5 -10%
Intersection 1,062 987 -75 -7%
LT 98 93 -5 -5%
NB 1,333 1,346 13 1%
Fort Myer TH 1,235 1,253 18 1%
Drive/N. TH 475 425 -50 -11%
SB 764 701 -63 -8%
Meade Street RT 289 276 -13 -4%
8
and WB LT 52 58 6 12%
Arlington WB TH 1 507 0 505 -1 -2 -100% 0%
Blvd Ramp RT 454 447 -7 -2%
Intersection 2,604 2,552 -52 -2%
N. Moore NB RT 31 31 27 27 -4 -4 -13% -13%
9 Street and EB TH 1,854 1,854 1,847 1,847 -7 -7 0% 0%
EB Lee Hwy Intersection 1,885 1,874 -11 -1%
LT 14 25 11 79%
SB TH 9 34 18 48 9 14 100% 41%
RT 11 5 -6 -55%
LT 60 74 14 23%
N. Moore
EB TH 416 495 431 525 15 30 4% 6%
10 Street and
RT 19 20 1 5%
19th St N.
LT 27 28 1 4%
WB TH 241 354 250 362 9 8 4% 2%
RT 86 84 -2 -2%
SB RT 87 87 89 89 2 2 2% 2%
N. Moore
EB TH 1,051 1,051 975 975 -76 -76 -7% -7%
11 Street and
WB TH 687 687 669 669 -18 -18 -3% -3%
Wilson Blvd
Intersection 1,825 1,733 -92 -5%
LT 115 130 15 13%
NB 2,741 2,659 -82 -3%
N. Lynn TH 2,626 2,529 -97 -4%
12 Street and TH 198 197 -1 -1%
WB 722 731 9 1%
WB Lee Hwy RT 524 534 10 2%
Intersection 3,463 3,390 -73 -2%
TH 1,759 1,658 -101 -6%
NB 1,941 1,869 -72 -4%
N. Lynn RT 182 211 29 16%
13 Street and LT 982 1,004 22 2%
EB 1,885 1,873 -12 -1%
EB Lee Hwy TH 903 869 -34 -4%
Intersection 3,826 3,742 -84 -2%

NB TH 1,435 1,639 1,347 1,550 -88 -89 -6% -5%
RT 82 72 -10 -12%
N. Lynn St
LT 183 208 25 14%
14 and 19th St EB 430 455 25 6%
TH 247 247 0 0%
N.
TH 232 229 -3 -1%
WB 555 545 -10 -2%
RT 323 316 -7 -2%
Intersection 2,624 2,550 -74 -3%
LT 202 178 -24 -12%
NB TH 1,288 1,742 1,307 1,723 19 -19 1% -1%
RT 252 238 -14 -6%
N. Lynn
LT 610 574 -36 -6%
15 Street and EB 1,051 972 -79 -8%
TH 441 398 -43 -10%
Wilson Blvd
TH 485 491 6 1%
WB 488 502 14 3%
RT 3 11 8 267%
Intersection 3,281 3,197 -84 -3%
N. Lynn St NB TH 264 264 279 279 15 15 6% 6%
16 and 17th St EB LT 22 22 24 24 2 2 9% 9%
N. Intersection 286 303 17 6%
LT 27 26 -1 -4%
NB TH 1,600 1,689 1,605 1,688 5 -1 0% 0%
RT 62 57 -5 -8%
N. Lynn
LT 124 127 3 2%
17 Street and EB 185 170 -15 -8%
TH 61 43 -18 -30%
Fairfax Drive
TH 72 67 -5 -7%
WB 123 119 -4 -3%
RT 51 52 1 2%
Intersection 1,997 1,977 -20 -1%
LT 66 68 2 3%
NB 84 88 4 5%
TH 18 20 2 11%
TH 10 11 1 10%
N. Nash SB 12 13 1 8%
RT 2 2 0 0%
18 Street and
LT 35 18 -17 -49%
WB Lee Hwy
WB TH 454 499 453 479 -1 -20 0% -4%
RT 10 8 -2 -20%
Intersection 595 580 -15 -3%
TH 45 54 9 20%
NB 218 202 -16 -7%
RT 173 148 -25 -14%
LT 62 39 -23 -37%
N. Nash SB 93 76 -17 -18%
TH 31 37 6 19%
19 Street and
LT 39 35 -4 -10%
EB Lee Hwy
EB TH 1,679 1,772 1,742 1,808 63 36 4% 2%
RT 54 31 -23 -43%
LT 54 50 -4 -7%
NB 223 199 -24 -11%
TH 169 149 -20 -12%
N. Nash TH 276 263 -13 -5%
SB 392 375 -17 -4%
20 Street and RT 116 112 -4 -3%
Key Blvd LT 220 224 4 2%
EB 382 378 -4 -1%
RT 162 154 -8 -5%

Southbound LT 13 6 -7 -54%
NB TH 45 94 43 83 -2 -11 -4% -12%
RT 36 34 -2 -6%
LT 60 63 3 5%
SB TH 44 243 63 221 19 -22 43% -9%
RT 139 95 -44 -32%
N. Nash St
LT 96 92 -4 -4%
21 and Wilson
EB TH 822 924 756 852 -66 -72 -8% -8%
Blvd
RT 6 4 -2 -33%
U-Turn 14 33 19 136%
LT 49 33 -16 -33%
WB 662 681 19 3%
TH 352 401 49 14%
RT 247 214 -33 -13%
Intersection 1,923 1,837 -86 -4%
LT 31 28 -3 -10%
NB 98 92 -6 -6%
RT 67 64 -3 -4%
N. Nash
TH 177 152 -25 -14%
Street and EB 196 169 -27 -14%
22 RT 19 17 -2 -11%
Arlington
LT 16 12 -4 -25%
Blvd WB 37 36 -1 -3%
TH 21 24 3 14%
LT 27 25 -2 -7%
NB TH 321 442 324 439 3 -3 1% -1%
RT 94 90 -4 -4%
N. Meade St LT 362 311 -51 -14%
and EB SB TH 155 527 150 473 -5 -54 -3% -10%
23
Arlington RT 10 12 2 20%
Blvd LT 75 67 -8 -11%
EB TH 114 244 96 210 -18 -34 -16% -14%
RT 55 47 -8 -15%
Intersection 1,213 1,122 -91 -8%
LT 103 106 3 3%
NB TH 27 171 28 172 1 1 4% 1%
RT 41 38 -3 -7%
LT 3 3 0 0%
SB TH 0 63 0 62 0 -1 0% -2%
N. Kent RT 60 59 -1 -2%
24 Street and LT 153 150 -3 -2%
19th St N. EB TH 137 329 129 320 -8 -9 -6% -3%
RT 39 41 2 5%
LT 8 8 0 0%
WB TH 392 436 388 430 -4 -6 -1% -1%
RT 36 34 -2 -6%
LT 187 169 -18 -10%
EB 594 550 -44 -7%
N. Kent TH 407 381 -26 -6%
25 Street and TH 666 665 -1 0%
WB 819 816 -3 0%
Wilson Blvd RT 153 151 -2 -1%
Intersection 1,413 1,366 -47 -3%

NB TH 5 44 5 42 0 -2 0% -5%
RT 31 30 -1 -3%
LT 28 28 0 0%
SB TH 5 63 6 63 1 0 20% 0%
N. Arlington
RT 30 29 -1 -3%
Ridge Road
26 LT 69 61 -8 -12%
and Wilson
EB TH 321 407 301 379 -20 -28 -6% -7%
Blvd
RT 17 17 0 0%
LT 6 5 -1 -17%
WB TH 781 1,342 780 1,350 -1 8 0% 1%
RT 555 565 10 2%
Intersection 1,856 1,834 -22 -1%
LT 133 126 -7 -5%
NB 211 200 -11 -5%
TH 78 74 -4 -5%
N. Oak Street TH 117 109 -8 -7%
SB 188 183 -5 -3%
27 and Wilson RT 71 74 3 4%
Blvd TH 431 444 13 3%
WB 504 502 -2 0%
RT 73 58 -15 -21%
TH 75 73 -2 -3%
NB 111 108 -3 -3%
N. Oak Street RT 36 35 -1 -3%
and LT 70 66 -4 -6%
SB 117 110 -7 -6%
36 TH 47 44 -3 -6%
Clarendon
LT 136 127 -9 -7%
Blvd EB 954 879 -75 -8%
TH 818 752 -66 -8%
Intersection 1,182 1,097 -85 -7%
AM Volume Calibration (Freeways)
Volume Calibration (Freeways)

AM Peak Hour (8:00-9:00 AM)
Segments Within ± 15% for ≥ 100 vph to < 300 vph 0
34 97% 85% Yes
Balanced VISSIM
Difference Difference
Interchange Segment Type Count Through-
(vph) (%)
(vph) put (vph)
Upstream Basic 2,576 2,557 -19 -1%
On-ramp from EB Lee Hwy Ramp 1,085 1,078 -7 -1%
Between Ramps Weave 3,661 3,557 -104 -3%
Off-ramp to SB Route 110 Ramp 941 910 -31 -3%
I-66
Between Ramps Basic 2,720 2,631 -89 -3%
Eastbound
On-ramp from SB GW Pkwy Ramp 859 820 -39 -5%
Between Ramps Merge 3,579 3,473 -106 -3%
On-ramp from EB US 50 Ramp 1,074 1,038 -36 -3%
Downstream Basic 4,653 4,511 -142 -3%
Upstream Diverge 2,855 2,853 -2 0%
Off-ramp to WB US 50 and GW Pkwy Ramp 1,177 1,168 -9 -1%
Off-ramp to GW Pkwy Ramp 367 363 -4 -1%
Off-ramp to WB US 50 Ramp 810 803 -7 -1%
I-66
Between Ramps Basic 1,678 1,678 0 0%
Westbound
On-ramp from NB Route 110 Ramp 1,023 1,022 -1 0%
Between Ramps Weave 2,701 2,712 11 0%
Off-ramp to WB Lee Hwy/Key Bridge Ramp 722 733 11 2%
Downstream Basic 1,979 1,978 -1 0%
Off-ramp to NB N Meade St Ramp 937 965 28 3%
US 50
On-ramp from N Meade St Ramp 570 480 -90 -16%
Eastbound
Off-ramp to EB I-66 Ramp See I-66 Eastbound above
Off-ramp to SB GW Pkwy Ramp 1,481 1,441 -40 -3%
On-ramp from WB I-66 Ramp See I-66 Westbound above
On-ramp from SB GW Pkwy Ramp 390 396 6 2%
On-ramp from WB I-66 and SB GW Pkwy Ramp 1,200 1,195 -5 0%
On-ramp from NB GW Pkwy Ramp 766 761 -5 -1%
US 50
Westbound
Off-ramp to NB N Lynn St Ramp 507 509 2 0%
On-ramp from SB Ft Myer Dr Ramp 388 364 -24 -6%
Downstream Merge 1,847 1,794 -53 -3%
Upstream Basic 2,365 2,373 8 0%
Route 110
Off-ramp to WB I-66 Ramp See Westbound I-66 above
Northbound Downstream (Wilson Blvd) Basic See Wilson Blvd/Arlington Ridge Rd intersection
Upstream (Wilson Blvd) Basic 380 358 -22 -6%
Route 110
On-ramp from I-66 EB Ramp See Eastbound I-66 above
Southbound Downstream -4%
Basic 1,321 1,270 -51
AM Travel Time Calibration
Travel Time Calibration

Travel Time - AM Peak Period (7:30-9:30 AM)
Travel Time Criteria Subtotal Total Percent Target Target Met
Within ± 1 minute for routes with observed
9
Routes travel times that are less than 7 minutes
9 90% 85% Yes
(n = 10) Within ± 15% for average observed travel
0
time that are greater than 7 minutes
Peak Period Travel Time

Segment ID Route Field VISSIM Difference Difference
(MM:SS) (MM:SS) (MM:SS) (%)
Arterial Routes
Northbound Lynn St
100 05:47 05:27 -00:20 -6%
(Arlington Blvd to George Washington Memorial Pkwy)
Southbound Fort Myer Dr
200 02:25 03:01 00:36 25%
(George Washington Memorial Pkwy to Arlington Blvd)
Eastbound Clarendon Blvd
300 04:27 05:17 00:50 19%
(N. Rhodes St to N. Arlington Ridge Rd)
Westbound Wilson Blvd
400 02:58 02:23 -00:35 -20%
(N. Arlington Ridge Rd to N. Oak St)
Freeway Routes
Eastbound I-66
500 03:24 04:17 00:54 26%
(EB Lee Hwy off-ramp to Roosevelt Bridge)
Westbound I-66
600 01:41 01:44 00:03 3%
(Roosevelt Bridge to 21st St N. overpass)
Eastbound Arlington Boulevard
700 08:13 09:38 01:26 17%
(N. Rolfe St to Roosevelt Bridge)
Westbound Arlington Boulevard
800 01:21 01:28 00:07 9%
(Roosevelt Bridge to N. Rolfe St)
Northbound Route 110
900 00:50 00:56 00:06 11%
(Memorial Ave to WB I-66)
Southbound Route 100
1000 00:32 00:32 -00:01 -3%
(N. Arlington Ridge Rd to Memorial Ave)
Queue Length Calibration

AM Peak Period (7:30-9:30 AM)
Queue Criteria Total Percent Target Target Met
Modeled queues qualitatively reflect the
Approaches impacts of observed queues (e.g., spillback
18 100% 85% Yes
(n = 18) from ramp intersections, turn bay, or
downstream intersection)
Observed VISSIM VISSIM Max Max Field

Max Max Average Queue Queue Conditions
Location Notes
Queue Queue Queue Difference Difference Represented
(feet) (feet) (feet) (feet) (%) (Yes/No)
NB N. Lynn St at Fort Myer Dr/GW Queue spills back upstream into
360 1,593 408 1,233 343% Y
Parkway on-ramp Rosslyn core
Queue spills back upstream into
NB N. Lynn St at Key Bridge 2,640 1,763 834 -877 -33% Y
Rosslyn core
SB GW Parkway off-ramp to Key 920 1,100 1,032 180 20% Y Queue spills back to GWP
Queue spills back into mainline
WB I-66 off-ramp at N. Lynn St 1,380 2,024 657 644 47% Y
weave area
EB Lee Hwy N. Lynn St 3,200 2,702 886 -498 -16% Y Queue reaches N. Scott St Bridge
Average queue represents observed
typical condition within the block of
19th St N. and EB Lee Hwy;
SB Fort Myer Dr at 19th St N. 130 740 118 610 469% Y
maximum queue length reflects
occasional rolling queue spillback
back to Lee Hwy
Queue spills back along EB Key Blvd
EB Key Blvd at N. Nash St 1,520 1,086 154 -434 -29% Y
to edge of network (N. Quinn St)
EB 19th St N. at N. Lynn St 2,200 2,346 442 146 7% Y Queue spills back past Fort Myer Dr
Queue representative of occasional
spill back onto EB Arlington Blvd on-
NB N. Lynn St at Wilson Blvd 1,275 1,136 404 -139 -11% Y
ramp, consistent with field
observations.

Location Notes
Queue is metered by signal at Fort
Myer Dr; max queue can spill back
upstream through several closely-
EB Wilson Blvd at N. Lynn St 900 1,012 290 112 12% Y
spaced intersections to N. Oak St as
can be observed within sight distance
in the field
Queue is metered by upstream
intersections; max queue can spill
EB Wilson Blvd at Fort Myer Dr 1,330 1,278 208 -52 -4% Y back along Wilson Blvd/Clarendon
Blvd out of Rosslyn core (west of N.
Oak St) as observed in the field
WB Wilson Blvd at Fort Myer Dr 300 351 45 51 17% Y Queue fills block back to N. Lynn St
Maximum queue extends to N. Pierce
St per observation; slow-moving
EB Clarendon Blvd at N. Oak St 900 2,083 575 1,183 131% Y platoon (maximum rolling queue) is
observed to extend to N. Rhodes St
(1,800 feet)
Queue fills block back to Fort Myer
WB Wilson Blvd at N. Oak St 390 394 69 4 1% Y
Dr
Average queue represents observed

SB N. Moore St at Wilson Blvd 100 280 41 180 180% Y typical condition with minimal queuing
impacts on N. Moore St
Queueing back to EB Arlington

NB N. Lynn St at Fairfax Dr 680 1,597 449 917 135% Y
Boulevard off-ramp to N. Meade St

Location Notes
Queue measurement in VISSIM

includes Arlington Blvd EB frontage
road; queues along on-ramp spill
EB Arlington Blvd on-ramp from
1,930 2,651 1,078 721 37% Y back from Arlington Blvd back to N.
N. Meade St
Meade St as observed in the field;
the maximum queue on Arlington
Blvd frontage road is 1,200 feet
Queue spills back onto Arlington Blvd
EB Arlington Blvd off-ramp to N. EB mainline as observed in the field.
1,600 2,172 466 572 36% Y
Meade St Observed queue length is limited to
sight distance.
Freeway Average Speed Comparison

Eastbound I-66 Westbound I-66
N Scott Street
N Scott Street
N Lynn Street
N Lynn Street
US 50 Ramp
US 50 Ramp
Route 110
Route 110
D.C.
D.C.
7:30 AM 7:30 AM
8:00 AM 8:00 AM
VISSIM SPEED
VISSIM SPEED
8:30 AM 8:30 AM
9:00 AM 9:00 AM
9:30 AM 9:30 AM
10:00 AM 10:00 AM
10:30 AM 10:30 AM
7:30 AM 7:30 AM
8:00 AM 8:00 AM
OBSERVED SPEED
OBSERVED SPEED
8:30 AM 8:30 AM
9:00 AM 9:00 AM
9:30 AM 9:30 AM
10:00 AM 10:00 AM
10:30 AM 10:30 AM
0 10 20 30 40 50 60 70 0 10 20 30 40 50 60 70
Average Speed (mph) Average Speed (mph)

Eastbound Arlington Blvd Westbound Arlington Blvd
Roosevelt Bridge
Roosevelt Bridge
N Rhodes Street
N Rhodes Street
N Meade Street
N Meade Street
7:30 AM 7:30 AM
8:00 AM 8:00 AM
VISSIM SPEED
VISSIM SPEED
8:30 AM 8:30 AM
9:00 AM 9:00 AM
9:30 AM 9:30 AM
10:00 AM 10:00 AM
10:30 AM 10:30 AM
7:30 AM 7:30 AM
8:00 AM 8:00 AM
OBSERVED SPEED
OBSERVED SPEED
8:30 AM 8:30 AM
9:00 AM 9:00 AM
9:30 AM 9:30 AM
10:00 AM 10:00 AM
10:30 AM 10:30 AM
0 10 20 30 40 50 60 70
Average Speed (mph)

Northbound Route 110 Southbound Route 110
Memorial Drive
Memorial Drive
I-66
I-66
7:30 AM 7:30 AM
8:00 AM 8:00 AM
VISSIM SPEED
VISSIM SPEED
8:30 AM 8:30 AM
9:00 AM 9:00 AM
9:30 AM 9:30 AM
10:00 AM 10:00 AM
10:30 AM 10:30 AM
7:30 AM 7:30 AM
8:00 AM OBSERVED SPEED 8:00 AM
OBSERVED SPEED
8:30 AM 8:30 AM
9:00 AM 9:00 AM
9:30 AM 9:30 AM
10:00 AM 10:00 AM
10:30 AM 10:30 AM
0 10 20 30 40 50 60 70
Average Speed (mph)
PM Calibration Summary
PM Peak Period Calibration Summary

Target
Calibration Item Basis Criteria Subtotal Total Percent Target
Met
Within ± 20% for <100 vph 11

Simulated Traffic 21
Approaches vph to < 300 vph
(n = 79) Within ± 10% for ≥ 300
(Intersections) 21
vph to < 1,000 vph
Within ± 5% for ≥ 1,000
15
vph
Within ± 20% for <100 vph 0
Simulated Traffic 0
Segments vph to < 300 vph
(n = 35) Within ± 10% for ≥ 300
(Freeways) 9
vph to < 1,000 vph
Within ± 5% for ≥ 1,000
21
vph
Within ± 1 minute for
routes with observed travel
times that are less than 7
Simulated Travel Routes minutes
10 100% 85% Yes
Time (n = 10)
Within ± 15% for average
observed travel time that
are greater than 7 minutes
Modeled queues
Maximum
Approaches qualitatively reflect the
Simulated 17 94% 85% Yes
(n = 18) impacts of observed
Queue Length
queues
Speed heat maps
Visual Review of
Freeway qualitatively reflect
Bottleneck Yes
Segments patterns and duration of
Locations
congestions
PM Volume Calibration (Intersections)
Volume Calibration (Intersections)

PM Peak Hour (5:00-6:00 PM)
Approaches Within ± 15% for ≥ 100 vph to < 300 vph 21
68 86% 85% Yes

Southbound TH 2,021 1,910 -111 -5%
SB 2,455 2,316 -139 -6%
Key Bridge RT 434 406 -28 -6%
1 and George LT 25 7 -18 -72%
WB 734 683 -51 -7%
Washington TH 709 676 -33 -5%
Parkway Intersection 3,189 2,999 -190 -6%
TH 1,663 1,546 -117 -7%
SB 2,061 1,916 -145 -7%
Fort Myer RT 398 370 -28 -7%
2 Drive and LT 122 125 3 2%
WB 727 739 12 2%
WB Lee Hwy TH 605 614 9 1%
Intersection 2,788 2,655 -133 -5%
LT 710 671 -39 -5%
SB 1,785 1,662 -123 -7%
Fort Myer TH 1,075 991 -84 -8%
3 Drive and EB TH 906 958 52 6%
EB 1,210 1,234 24 2%
Lee Hwy RT 304 276 -28 -9%
Intersection 2,995 2,896 -99 -3%
LT 90 80 -10 -11%
SB TH 1,110 1,391 1,025 1,282 -85 -109 -8% -8%
Fort Myer
RT 191 177 -14 -7%
Drive and
TH 180 216 36 20%
4 19th Street EB 316 363 47 15%
RT 136 147 11 8%
N../N. Nash
LT 145 137 -8 -6%
Street WB 315 299 -16 -5%
TH 170 162 -8 -5%
Intersection 2,022 1,944 -78 -4%
LT 253 247 -6 -2%
TH 192 170 -22 -11%
SB 1,427 1,338 -89 -6%
Tunnel 919 865 -54 -6%
RT 63 56 -7 -11%
Fort Myer
TH 787 800 13 2%
5 Drive and EB 919 925 6 1%
RT 132 125 -7 -5%
Wilson Blvd
U-Turn 40 41 1 3%
WB LT 171 725 193 758 22 33 13% 5%
TH 514 524 10 2%
Intersection 3,071 3,021 -50 -2%
LT 33 34 1 3%
SB 61 59 -2 -3%
RT 28 25 -3 -11%
N. Nash
LT 30 42 12 40%
Street and EB 60 60 0 0%
6 TH 30 18 -12 -40%
17th Street
TH 16 14 -2 -13%
N. WB 114 107 -7 -6%
RT 98 93 -5 -5%

SB TH 1,220 1,425 1,159 1,362 -61 -63 -5% -4%
RT 155 52 -103 -66%
Fort Myer
TH 87 86 -1 -1%
7 Drive and EB 219 219 0 0%
RT 132 133 1 1%
Fairfax Drive
LT 59 56 -3 -5%
WB 86 81 -5 -6%
TH 27 25 -2 -7%
Intersection 1,730 1,662 -68 -4%
LT 95 94 -1 -1%
NB 840 841 1 0%
Fort Myer TH 745 747 2 0%
Drive/N. TH 680 667 -13 -2%
SB 1,411 1,349 -62 -4%
Meade Street RT 731 682 -49 -7%
8
and WB LT 97 101 4 4%
Arlington WB TH 1 577 0 598 -1 21 -100% 4%
Blvd Ramp RT 479 497 18 4%
Intersection 2,828 2,788 -40 -1%
N. Moore NB RT 182 182 134 134 -48 -48 -26% -26%
9 Street and EB TH 1,580 1,580 1,581 1,581 1 1 0% 0%
EB Lee Hwy Intersection 1,762 1,715 -47 -3%
LT 23 17 -6 -26%
SB TH 11 101 15 115 4 14 36% 14%
RT 67 83 16 24%
LT 25 10 -15 -60%
N. Moore
EB TH 229 270 266 294 37 24 16% 9%
10 Street and
RT 16 18 2 13%
19th St N.
LT 19 14 -5 -26%
WB TH 254 293 216 236 -38 -57 -15% -19%
RT 20 6 -14 -70%
SB RT 159 159 143 143 -16 -16 -10% -10%
N. Moore
EB TH 1,080 1,080 1,086 1,086 6 6 1% 1%
11 Street and
WB TH 566 566 582 582 16 16 3% 3%
Wilson Blvd
LT 292 316 24 8%
NB 2,184 2,211 27 1%
N. Lynn TH 1,892 1,895 3 0%
12 Street and TH 435 428 -7 -2%
WB 934 912 -22 -2%
WB Lee Hwy RT 499 484 -15 -3%
TH 1,480 1,485 5 0%
NB 1,801 1,759 -42 -2%
N. Lynn RT 321 274 -47 -15%
13 Street and LT 704 732 28 4%
EB 1,762 1,711 -51 -3%
EB Lee Hwy TH 1,058 979 -79 -7%
Intersection 3,563 3,470 -93 -3%

NB TH 1,323 1,487 1,296 1,437 -27 -50 -2% -3%
RT 44 38 -6 -14%
N. Lynn St
LT 160 188 28 18%
14 and 19th St EB 252 281 29 12%
TH 92 93 1 1%
N.
TH 173 132 -41 -24%
WB 491 419 -72 -15%
RT 318 287 -31 -10%
Intersection 2,230 2,137 -93 -4%
LT 241 237 -4 -2%
NB TH 902 1,436 934 1,460 32 24 4% 2%
RT 293 289 -4 -1%
N. Lynn
LT 375 374 -1 0%
15 Street and EB 1,080 1,086 6 1%
TH 705 712 7 1%
Wilson Blvd
TH 325 344 19 6%
WB 570 565 -5 -1%
RT 245 221 -24 -10%
N. Lynn St NB TH 251 251 230 230 -21 -21 -8% -8%
16 and 17th St EB LT 43 43 51 51 8 8 19% 19%
N. Intersection 294 281 -13 -4%
LT 19 15 -4 -21%
NB TH 1,150 1,224 1,175 1,245 25 21 2% 2%
RT 55 55 0 0%
N. Lynn
LT 88 86 -2 -2%
17 Street and EB 137 138 1 1%
TH 49 52 3 6%
Fairfax Drive
TH 67 65 -2 -3%
WB 122 121 -1 -1%
RT 55 56 1 2%
LT 66 44 -22 -33%
NB 81 59 -22 -27%
TH 15 15 0 0%
TH 10 10 0 0%
N. Nash SB 28 26 -2 -7%
RT 18 16 -2 -11%
18 Street and
LT 37 42 5 14%
WB Lee Hwy
WB TH 962 1,003 939 984 -23 -19 -2% -2%
RT 4 3 -1 -25%
Intersection 1,112 1,069 -43 -4%
TH 58 52 -6 -10%
NB 147 147 0 0%
RT 89 95 6 7%
LT 32 30 -2 -6%
N. Nash SB 90 94 4 4%
TH 58 64 6 10%
19 Street and
LT 23 7 -16 -70%
EB Lee Hwy
EB TH 1,089 1,201 1,110 1,205 21 4 2% 0%
RT 89 88 -1 -1%
LT 96 62 -34 -35%
NB 312 272 -40 -13%
TH 216 210 -6 -3%
N. Nash TH 174 167 -7 -4%
SB 361 338 -23 -6%
20 Street and RT 187 171 -16 -9%
Key Blvd LT 100 150 50 50%
EB 205 226 21 10%
RT 105 76 -29 -28%

NB TH 50 128 53 136 3 8 6% 6%
RT 60 62 2 3%
LT 153 134 -19 -12%
SB TH 32 352 35 328 3 -24 9% -7%
RT 167 159 -8 -5%
N. Nash St
LT 34 43 9 26%
21 and Wilson
EB TH 695 734 723 768 28 34 4% 5%
Blvd
RT 5 2 -3 -60%
U-Turn 11 22 11 100%
LT 24 22 -2 -8%
WB 577 586 9 2%
TH 434 457 23 5%
RT 108 85 -23 -21%
LT 5 5 0 0%
NB 20 19 -1 -5%
RT 15 14 -1 -7%
N. Nash
TH 149 148 -1 -1%
Street and EB 168 168 0 0%
22 RT 19 20 1 5%
Arlington
LT 14 13 -1 -7%
Blvd WB 64 63 -1 -2%
TH 50 50 0 0%
LT 4 4 0 0%
NB TH 202 296 204 295 2 -1 1% 0%
RT 90 87 -3 -3%
N. Meade St LT 536 528 -8 -1%
and EB SB TH 181 777 181 768 0 -9 0% -1%
23
Arlington RT 60 59 -1 -2%
Blvd LT 24 25 1 4%
EB TH 96 164 96 167 0 3 0% 2%
RT 44 46 2 5%
Intersection 1,237 1,230 -7 -1%
LT 165 165 0 0%
NB TH 4 250 3 241 -1 -9 -25% -4%
RT 81 73 -8 -10%
LT 77 55 -22 -29%
SB TH 2 229 1 163 -1 -66 -50% -29%
N. Kent RT 150 107 -43 -29%
24 Street and LT 8 7 -1 -13%
19th St N. EB TH 89 136 87 131 -2 -5 -2% -4%
RT 39 37 -2 -5%
LT 6 6 0 0%
WB TH 176 184 159 167 -17 -17 -10% -9%
RT 2 2 0 0%
LT 58 67 9 16%
EB 1,053 1,041 -12 -1%
N. Kent TH 995 974 -21 -2%
25 Street and TH 514 492 -22 -4%
WB 573 567 -6 -1%
Wilson Blvd RT 59 75 16 27%
Intersection 1,626 1,608 -18 -1%

NB TH 5 45 6 44 1 -1 20% -2%
RT 38 36 -2 -5%
LT 200 205 5 3%
SB TH 1 244 1 241 0 -3 0% -1%
N. Arlington
RT 43 35 -8 -19%
Ridge Road
26 LT 30 24 -6 -20%
and Wilson
EB TH 953 995 939 975 -14 -20 -1% -2%
Blvd
RT 12 12 0 0%
LT 8 8 0 0%
WB TH 528 612 531 616 3 4 1% 1%
RT 76 77 1 1%
Intersection 1,896 1,876 -20 -1%
LT 89 89 0 0%
NB 148 149 1 1%
TH 59 60 1 2%
N. Oak Street TH 74 71 -3 -4%
SB 116 115 -1 -1%
27 and Wilson RT 42 44 2 5%
Blvd TH 555 567 12 2%
WB 619 636 17 3%
RT 64 69 5 8%
TH 47 48 1 2%
NB 90 88 -2 -2%
N. Oak Street RT 43 40 -3 -7%
and LT 51 48 -3 -6%
SB 74 70 -4 -5%
36 TH 23 22 -1 -4%
Clarendon
LT 101 100 -1 -1%
Blvd EB 741 780 39 5%
TH 640 680 40 6%
PM Volume Calibration (Freeways)
Volume Calibration (Freeways)

PM Peak Hour (5:00-6:00 PM)
Segments Within ± 15% for ≥ 100 vph to < 300 vph 0
30 86% 85% Yes
Balanced VISSIM
Difference Difference
Interchange Segment Type Count Through-
(vph) (%)
(vph) put (vph)
Upstream Basic 2,438 2,395 -43 -2%
On-ramp from EB Lee Hwy Ramp 1,379 1,240 -139 -10%
Off-ramp to SB Route 110 Ramp 1,644 1,530 -114 -7%
I-66
Eastbound
On-ramp from SB GW Pkwy Ramp 840 827 -13 -2%
Between Ramps Merge 3,013 2,831 -182 -6%
On-ramp from EB US 50 Ramp 907 906 -1 0%
Downstream Basic 3,920 3,743 -177 -5%
Upstream Diverge 5,320 5,335 15 0%
Off-ramp to WB US 50 and GW Pkwy Ramp 3,132 3,136 4 0%
Off-ramp to GW Pkwy Ramp 1,812 1,815 3 0%
Off-ramp to WB US 50 Ramp 1,320 1,334 14 1%
I-66
Westbound
On-ramp from NB Route 110 Ramp 999 1,012 13 1%
Off-ramp to WB Lee Hwy/Key Bridge Ramp 934 925 -9 -1%
Downstream Basic 2,253 2,267 14 1%
Off-ramp to NB N Meade St Ramp 614 607 -7 -1%
US 50
On-ramp from N Meade St Ramp 722 693 -29 -4%
Eastbound
Off-ramp to EB I-66 Ramp See I-66 Eastbound above
Off-ramp to SB GW Pkwy Ramp 1,048 1,043 -5 0%
On-ramp from WB I-66 Ramp See I-66 Westbound above
On-ramp from SB GW Pkwy Ramp 439 448 9 2%
On-ramp from WB I-66 and SB GW Pkwy Ramp 1,759 1,786 27 2%
On-ramp from NB GW Pkwy Ramp 1,232 1,225 -7 -1%
US 50
Westbound
Off-ramp to NB N Lynn St Ramp 577 596 19 3%
On-ramp from SB Ft Myer Dr Ramp 827 768 -59 -7%
Downstream Merge 3,241 3,172 -69 -2%
Upstream Basic 1,611 1,627 16 1%
Route 110
Off-ramp to WB I-66 Ramp See Westbound I-66 above
Northbound Downstream (Wilson Blvd) Basic See Wilson Blvd/Arlington Ridge Rd intersection
Upstream (Wilson Blvd) Basic 1,191 1,178 -13 -1%
Route 110
On-ramp from I-66 EB Ramp See Eastbound I-66 above
Southbound Downstream -4%
Basic 2,835 2,715 -120
PM Travel Time Calibration
Travel Time Calibration

Travel Time - PM Peak Period (4:30-6:30 PM)
Travel Time Criteria Subtotal Total Percent Target Target Met
Within ± 1 minute for routes with observed
10
Routes travel times that are less than 7 minutes
10 100% 85% Yes
(n = 10) Within ± 15% for average observed travel
0
time that are greater than 7 minutes
Peak Period Travel Time

Segment ID Route Field VISSIM Difference Difference
(MM:SS) (MM:SS) (MM:SS) (%)
Arterial Routes
Northbound Lynn St
100 04:11 03:19 -00:51 -21%
(Arlington Blvd to George Washington Memorial Pkwy)
Southbound Fort Myer Dr
200 02:26 02:18 -00:08 -5%
(George Washington Memorial Pkwy to Arlington Blvd)
Eastbound Clarendon Blvd
300 04:02 04:05 00:02 1%
(N. Rhodes St to N. Arlington Ridge Rd)
Westbound Wilson Blvd
400 03:01 02:16 -00:45 -25%
(N. Arlington Ridge Rd to N. Oak St)
Freeway Routes
Eastbound I-66
500 03:46 03:52 00:06 2%
(EB Lee Hwy off-ramp to Roosevelt Bridge)
Westbound I-66
600 01:43 01:44 00:01 1%
(Roosevelt Bridge to 21st St N. overpass)
Eastbound Arlington Boulevard
700 02:26 01:35 -00:51 -35%
(N. Rolfe St to Roosevelt Bridge)
Westbound Arlington Boulevard
800 01:31 01:18 -00:13 -15%
(Roosevelt Bridge to N. Rolfe St)
Northbound Route 110
900 00:49 00:46 -00:03 -5%
(Memorial Ave to WB I-66)
Southbound Route 100
1000 00:43 00:36 -00:07 -17%
(N. Arlington Ridge Rd to Memorial Ave)
Queue Length Calibration

PM Peak Period (4:30-6:30 PM)
Queue Criteria Total Percent Target Target Met
Modeled queues qualitatively reflect the
Approaches impacts of observed queues (e.g., spillback
17 94% 85% Yes
(n = 18) from ramp intersections, turn bay, or
downstream intersection)

Location Notes
NB N. Lynn St at Fort Myer Dr/GW Field and VISSIM queues extend
915 1,295 282 380 42% Y
Parkway on-ramp past EB Lee Hwy
Queue spills back upstream into
NB N. Lynn St at Key Bridge 1,120 1,270 287 150 13% Y
Rosslyn core
SB GW Parkway off-ramp to Key 1,040 1,101 1,035 61 6% Y Queue spills back to GWP
VISSIM queue is contained in the off-
ramp; reduced speeds were
WB I-66 off-ramp at N. Lynn St 700 779 185 79 11% Y
observed for the I-66 mainline weave
upstream of the ramp.
Queuing and reduced speed back to
N. Nash St. VISSIM queue length
EB Lee Hwy N. Lynn St 820 2,239 401 1,419 173% Y
also includes queuing along Fort
Myer Dr back to Key Bridge
Average and maximum queues
SB Fort Myer Dr at 19th St N. 220 328 28 108 49% Y contained in the block between 19th
and Lee Hwy, as observed
VISSIM queue extends past N. Oak
St, slightly longer than observed;
EB Key Blvd at N. Nash St 240 441 23 201 84% N queue length dependent on gaps on
N. Nash St for stop-controlled
vehicles to enter
Queueing back to Fort Myer Dr, as
EB 19th St N. at N. Lynn St 660 334 41 -326 -49% Y observed; queue broken up by
closely spaced intersections

Location Notes
NB N. Lynn St at Wilson Blvd 550 525 96 -25 -5% Y Queue contained within block
Queuing and reduced speeds

EB Wilson Blvd at N. Lynn St 560 520 87 -40 -7% Y
between N. Oak St and N. Lynn St
EB Wilson Blvd at Fort Myer Dr 770 739 215 -31 -4% Y Queue fills block as observed
WB Wilson Blvd at Fort Myer Dr 300 226 49 -74 -25% Y Queueing back to N. Kent St
Average queue representative of
observed queue; sight distance is
EB Clarendon Blvd at N. Oak St 320 654 158 334 104% Y
limited in the field to capture the max
queue.
Maximum queue extends beyond
WB Wilson Blvd at N. Oak St 840 540 76 -300 -36% Y multiple upstream intersection to N.
Lynn St
Average queue representative of
SB N. Moore St at Wilson Blvd 90 181 65 91 101% Y observed queue; VISSIM includes
spillback into garage
VISSIM queue includes WB Arlington
NB N. Lynn St at Fairfax Dr 240 423 38 183 76% Y
Blvd off-ramp
EB Arlington Blvd on-ramp from
0 22 0 22 N/A Y Negligible queuing
N. Meade St
EB Arlington Blvd off-ramp to N. 0 0 0 0 N/A Y Negligible queuing

Eastbound I-66 Westbound I-66
N Scott Street
N Scott Street
N Lynn Street
N Lynn Street
US 50 Ramp
US 50 Ramp
Route 110
Route 110
D.C.
D.C.
4:30 PM 4:30 PM
5:00 PM 5:00 PM
VISSIM SPEED
VISSIM SPEED
5:30 PM 5:30 PM
6:00 PM 6:00 PM
6:30 PM 6:30 PM
7:00 PM 7:00 PM
7:30 PM 7:30 PM
4:30 PM 4:30 PM
5:00 PM 5:00 PM
OBSERVED SPEED
OBSERVED SPEED
5:30 PM 5:30 PM
6:00 PM 6:00 PM
6:30 PM 6:30 PM
7:00 PM 7:00 PM
7:30 PM 7:30 PM
0 10 20 30 40 50 60 70 0 10 20 30 40 50 60 70
Average Speed (mph) Average Speed (mph)

Eastbound Arlington Blvd Westbound Arlington Blvd
Roosevelt Bridge
Roosevelt Bridge
N Rhodes Street
N Rhodes Street
N Meade Street
N Meade Street
4:30 PM 4:30 PM
5:00 PM 5:00 PM
VISSIM SPEED
VISSIM SPEED
5:30 PM 5:30 PM
6:00 PM 6:00 PM
6:30 PM 6:30 PM
7:00 PM 7:00 PM
7:30 PM 7:30 PM
4:30 PM 4:30 PM
5:00 PM 5:00 PM
OBSERVED SPEED
OBSERVED SPEED
5:30 PM 5:30 PM
6:00 PM 6:00 PM
6:30 PM 6:30 PM
7:00 PM 7:00 PM
7:30 PM 7:30 PM
0 10 20 30 40 50 60 70
Average Speed (mph)

Northbound Route 110 Southbound Route 110
Memorial Drive
Memorial Drive
I-66
I-66
4:30 PM 4:30 PM
5:00 PM 5:00 PM
VISSIM SPEED
VISSIM SPEED
5:30 PM 5:30 PM
6:00 PM 6:00 PM
6:30 PM 6:30 PM
7:00 PM 7:00 PM
7:30 PM 7:30 PM
4:30 PM 4:30 PM
5:00 PM OBSERVED SPEED 5:00 PM
OBSERVED SPEED
5:30 PM 5:30 PM
6:00 PM 6:00 PM
6:30 PM 6:30 PM
7:00 PM 7:00 PM
7:30 PM 7:30 PM
0 10 20 30 40 50 60 70
Average Speed (mph)

Appendix E: VISSIM Model Calibration Summary: Core of Rosslyn Transportation Study Existing Conditions Report - Appendix

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Appendix E: VISSIM Model Calibration Summary: Core of Rosslyn Transportation Study Existing Conditions Report - Appendix

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Core of Rosslyn Transportation Study

Existing Conditions Report - Appendix

Appendix E: VISSIM Model Calibration Summary

VISSIM Model Calibration Summary

Characteristics of the VISSIM Study Area

Figure 1. VISSIM Study Area

AM SIMULATION PERIOD PM SIMULATION PERIOD

Figure 2. VISSIM Simulation Periods and Total Intersection Volume Profiles

AM Peak Period Conditions

PM Peak Period Conditions

VISSIM Network Development

· Restriping of southern leg of Fort Myer Drive and 19th Street N.

Ramp speed distributions are referenced from posted advisory speeds.

Traffic Control Devices

•Ratio of peak •O-D Matrix •Roadway links •VISUM trip tables

Figure 3. VISSIM Vehicle Routing Development

Vehicle Class Composition Example Vehicle Types

Vehicle Input Distribution

Operator Bus Route

Pedestrian and Bicycle Modes

VISSIM Model Calibration Methodology

Table 4. Calibration Items and Targets

Simulated Measure Calibration Threshold Field Data Source

Visual Review of Bottleneck

Number of Runs Requirement

Calibration Parameters and Adjustments

Lane Change Distance

Table 5. VISSIM Driver Behaviors

(Trailing Vehicle) (ft/s2)

Conflict Areas and Priority Rules

1. Eastbound Lee Highway and N. Lynn Street

Pick-Up and Drop-Off Activity

AM Travel Time Calibration

AM Queue Length Calibration

PM Travel Time Calibration

PM Queue Length Calibration

AM Peak Period Calibration Summary

Within ± 20% for <100 vph

Volume Calibration (Intersections)

Balanced Count VISSIM

Balanced Count VISSIM

Balanced Count VISSIM

Balanced Count VISSIM

Balanced Count VISSIM

Volume Calibration (Freeways)

Travel Time Calibration

Peak Period Travel Time

Queue Length Calibration

Observed VISSIM VISSIM Max Max Field

Observed VISSIM VISSIM Max Max Field

Average queue represents observed

Queueing back to EB Arlington

Observed VISSIM VISSIM Max Max Field

Queue measurement in VISSIM

Freeway Average Speed Comparison

Freeway Average Speed Comparison

Freeway Average Speed Comparison

8:00 AM OBSERVED SPEED 8:00 AM

PM Peak Period Calibration Summary

Within ± 20% for <100 vph 11

Volume Calibration (Intersections)

Balanced Count VISSIM