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ITS ItiSTITIJ[

DEVELOPMENT OF TRAFFIC
SIMULATION LABORATORY
FOR DESIGN PLANNING AND
TRAFFIC OPERATIONS
(PHASE I)

Michalopoulos, Sommers, Reyhout, Kota,

and Kwon
Depa'tment of Civil Engineering

CTS
HE
336
.T7
D483
1996
1. Report No. CTS 97-11 2. 3. Recipient's Accession No.

4. Title and Subtitle 5. Report Date

Development of Traffic Simulation Laboratory For Design December 1996

Planning and Traffic Operations (Phase)
6.

7. Author(s) 8. Performing Organization Report No.

Michalopoulos, Sommers, Reynhout, Kota, and Kwon

9. Performing Organization Name and Address 10. Project/Task/Work Unit No.

Center for Transportation Studies

ITS Institute Program
200 Transportation and Safety Building 11. Contract (C)or Grant (G) No.
511 Washington Avenue SE
University of Minnesota, Minneapolis, MN 55455-0220 (C)
(G)
12. Sponsoring Organization Name and Address 13. Type of Report and Period Covered

Center for Transportation Studies Final Report 1995

ITS Institute Program
200 Transportation and Safety Building 14. Sponsoring Agency Code

511 Washington Avenue SE

University of Minnesota, Minneapolis, MN 55455-0220
15. Supplementary Notes

16. Abstract (Limit: 200 words)

The key element in improving traffic operations and performing effective real time management is the ability to assess the
effectiveness of the various alternatives prior to implementation. Simulation methods have long been recognized as the most
effective tool for such an analysis, and various simulators have been developed by different agencies for freeway and arterial
networks. While there have been individual tests of each software by various agencies, no comprehensive effort has been made
to quantify and evaluate the performance of each model. The major difficulty includes the lack of detailed real data and the
time-consuming manual effort to prepare input information for each software. To be sure there is no user-interface developed
to data that can generate input files for different simulators with a common set of data. Recent installation of the state-of-the
art video detection systems in the 1-394 freeway provides a unique opportunity to develop a comprehensive freeway database
that can be used to create various test cases with detailed traffic database that can be used to create various test cases with
detailed traffic information. Further, the 1-494 Integrated Corridor Traffic Management project being conducted by MN/DOT
will be able to provide valuable corridor traffic data which can be used for evaluating freeway/arterial network models. By
evaluating existing traffic simulation models the advantages/disadvantages of each model can be identified. Based on the
evaluation results a comprehensive modeling approach for freeway/arterial networks can be developed. The ultimate goal of
this research is to develop a traffic simulation laboratory where various roadway design/operational alternatives can be
evaluated with traffic simulators under an integrated database-simulation environment. The proposed research, Phase I, will
evaluate existing freeway simulation models with detailed traffic data to be collected using machine-vision an loop detection
systems.
17. Document Analysis/Descriptors 18. Availability Statement

Variable Message Signs No restrictions. Document available from:

Work Zones National Technical Information Services,
Springfield, Virginia 22161
19. Security Class (this report) 20. Security Class (this page) 21. No. of Pages 22. Price

Unclassified Unclassified
DEVELOPMENT OF TRAFFIC SIMULATION LABORATORY FOR DESIGN
PLANNING AND TRAFFIC OPERATIONS (PHASE I)

Final Report

Prepared by

Dr. Panos Michalopoulos

Kevin Sommers
Kenneth Reynhout
Ramesh Kota
Department of Civil Engineering
University of Minnesota
Minneapolis, MN 55455

Dr. Eil Kwon

ITS Institute, Center for Transportation Studies
University of Minnesota
Minneapolis, MN 55455

December 1996

Published by

Center for Transportation Studies

University of Minnesota
Minneapolis, MN 55455
 Table of Contents

Executive Summary i

1. Introduction 1
1.1 Problem Statement 1
1.2 Research Objectives 1
1.3 Report Organization 2

2. Selection and Overview of Freeway Simulation Models 3

2.1 Selection of Simulation Models for Evaluation 3
2.2 FRESIM 4
2.3 AIMSUN2 8
2.4 FREFLO 11
2.5 FREQ11 14
2.6 KRONOS 17
2.7 INTEGRATION 19
2.8 Summary of Simulation Models 24

3. Development of Model Evaluation Plan 29

3.1 Development of Database Structure 29
3.2 Development of Quantitative Test Cases 30
3.3 Development of Qualitative Test Cases 37
3.4 Calibration of Model Parameters 42
3.5 Input file Preparation 45

4. Evaluation of Freeway Simulation Models 47

4.1 Quantitative Test Cases 47
4.2 Qualitative Test Cases 56

5. Development of a Framework for Automatic Simulation Environment 64

5.1 Introduction 64
5.2 Design Considerations 65
5.3 Prototype Development 90

6. Improvement and Support for the Minnesota Freeway Simulation Model 107
6.1 Model Improvements 107
6.2 Support for Model Implementation 111

7. Conclusions and Future Research Needs 117

References 119

Appendixes
Appendix A: Quantitative Test Cases A-1
Appendix B: Qualitative Test Cases B-l
Appendixc C: Source Code for Prototype Automatic Simulation Environment C-l
 List of Tables
Table 2.1 : Selected Simulation Models and Their Tested Software 3
Release Versions
Table 2.2 : Simulation Model Computer Requirements and General 24
Information
Table 2.3 : Simulation Model Capabilities 25
Table 2.4 : Simulation Model Inputs 26
Table 2.5 : Simulation Model Parameters 27
Table 2.6 : Simulation Run Times in Seconds for Selected Test Cases Using 28
a Pentium Personal Computer Running at 90 Megahertz
Table 2.7 : Simulation Model Outputs 28
Table 3.1: Data Entry Times in Work Days for the Quantitative Test Cases 45
Table 4.1 : Mean Percent Difference for I-494wb South of Twin Cities 47
International Airport
Table 4.2 : Mean Percent Difference for I-494wb Through Southwest 50
Minneapolis
Table 4.3 : Mean Percent Difference for I-94eb Through the University 53
of Minnesota Ramp Reconstruction
Table 4.4 : Spillback Lengths and Release Times for I-494wb at the 57
TH-100 Cloverleaf
Table 4.5 : Difference Between Upstream Flow Rate and Downstream Flow 58
Rate (vph) at the Beginning of the I-494wb Test Section
(600 ft to 5180 ft)
Table 4.6 : Difference Between Upstream Flow Rate and Downstream Flow 58
Rate (vph) at the Midsection of the I-494wb Test Section
(5980 ft to 11090 ft)
Table 4.7 : Difference Between Upstream Flow Rate and Downstream Flow 59
Rate (vph) at the End of the I-494wb Test Section
(11090 ft to 16115 ft)
Table 4.8 : Spillback Lengths and Release Times for I-35w Southbound 59
Through Burnsville at Lane Drop Sections
Table 4.9 : Spillback Lengths and Release Times for 1-35w Southbound 60
Through Burnsville at Incident Section
Table 4.10 : Spillback Lengths and Release Times for Multiple Lane 60
Drop Freeway Lane Drop Sections
Table 4.11 : Spillback Lengths and Release Times for Multiple Lane 60
Drop Freeway Incident Section
Table 5.1 : GETRAM Design Description of a Section 97
Table 5.2 : GETRAM Design Description of a Node 99
 List of Figures
Figure 3.1 : Freeway Geometrics for Quantitative Test Case 1- 1-494 33
Westbound South of the Twin Cities International Airport
Figure 3.2 : Freeway Geometrics for Quantitative Test Case 2 - 1-494 34
Westbound Through Southwest Minneapolis
Figure 3.3 : Freeway Geometrics for Quantitative Test Case 3 - 1-94 36
Eastbound During the University of Minnesota Ramp
Reconstruction
Figure 3.4 : Freeway Geometrics for Qualitative Test Case 1 1-494 39
Westbound at the TH-100 Cloverleaf
Figure 3.5 : Freeway Geometrics for Qualitative Test Case 2 - 1-35W 40
Southbound Through Burnsville
Figure 3.6 : Freeway Geometrics for Qualitative Test Case 3 - Multiple 41
Lane Drop Freeway Section
Figure 4.1 : Fresim Results Compared to Collected Flow Data at DS 183 48
Figure 4.2: Aimsun2Results Compared to Collected Flow Data at DS 183 48
Figure 4.3 : Freflo Results Compared to Collected Flow Data at DS 183 48
Figure 4.4: Freql 1 Results Compared to Collected Flow Data at DS 183 49
Figure 4.5 : Kronos Results Compared to Collected Flow Data at DS 183 49
Figure 4.6 : Integration Results Compared to Collected Flow Data at DS 183 49
Figure 4.7 : Fresim Results Compared to Collected Flow Data at DS 515 51
Figure 4.8 : Aimsun2Results Compared to Collected Flow Data at DS 515 51
Figure 4.9 : Freflo Results Compared to Collected Flow Data at DS 515 51
Figure 4.10 : Freql 1 Results Compared to Collected Flow Data at DS 515 52
Figure 4.11 : Kronos Results Compared to Collected Flow Data at DS 515 52
Figure 4.12: Integration Results Compared to Collected Flow Data at DS 515 52
Figure 4.13 : Fresim Results Compared to Collected Flow Data at DS 467. 54
Figure 4.14 : Aimsun2Results Compared to Collected Flow Data at DS 467 54
Figure 4.15 : Freflo Results Compared to Collected Flow Data at DS 467 54
Figure 4.16 : Freql 1 Results Compared to Collected Flow Data at DS 467 55
Figure 4.17 : Kronos Results Compared to Collected Flow Data at DS 467 55
Figure 4.18 : Integration Results Compared to Collected Flow Data at DS 467 55
Figure 5.1 : Basic Structure of an Automated Freeway Simulation Environment 66
Figure 5.2 : Interstate 394 Laboratory Cameras 68
Figure 5.3 : Client-Server Architecture 75
Figure 5.4 : Data Separation Tree 77
Figure 5.5 : Example Loop Detector Station Report 78
 List of Figures
Figure 5.6 : Separating Sensor Da*a by Time 81
Figure 5.7 : Opening of Freeway Network File 84
Figure 5.8 : Sub-Network Selection 85
Figure 5.9 : Detailrd Graphical Display 86
Figure 5.10 : Loading Sensor Data 86
Figure 5.11 : Choosing Sensor Data Storage Unit 87
Figure 5.12 : Sensor Data Query 88
Figure 5.13 : Sensor Locations in Sub-Network 88
Figure 5.14 : Starting a Simulation Run 89
Figure 5.15 : GETRAM Functional Design 92
Figure 5.16 : AIMSUN2 Simulation Process 93
Figure 5.17 : KRONOS Simulation Process 94
Figure 5.18 : GETRAM Geometry Structure 95
Figure 5.19 : GETRAM Section 96
Figure 5.20: GETRAM Juncture 98
Figure 5.21 : GETRAM Junction 99
Figure 5.22 : KRONOS Geometry Structure 100
Figure 5.23 : Kronos Segment Types 102
Figure 5.24 : Translator's Main Program Structure 105
Figure 5.25 : TDTranslateToKronos Function Structure 106
 EXECUTIVE SUMMARY

A key element in improving traffic operations and performing effective real time
management is the ability to assess the effectiveness of various alternatives prior to
implementation. Simulation methods have long been recognized as the most effective
tool for such an analysis and various simulators have been developed by different
agencies for freeway and/or arterial networks. While there have been individual tests of
each software by various agencies, no comprehensive effort has been made to quantify
and evaluate the performance of each model. The major difficulty includes the lack of
detailed real data and the time-consuming manual effort to prepare input information for
each software. To be sure, there is no user-interface developed to date that can generate
input files for different simulators with a common set of data. Developing an integrated
traffic analysis environment, where data processing, simulation and output analysis can
be automated as efficiently as possible, is of critical importance in improving traffic
management and operations.
In this research, the six well-known simulators for freeways are evaluated with a
common data set. These include FREFLO, AIMSUN, KRONOS, FRESIM,
INTEGRATION and FREQ. First, a systematic testing plan was developed with real
and hypothetical data to evaluate the quantitative as well as qualitative behavior of each
model. A total of three quantitative cases were developed with the real traffic data
collected from the Twin Cities freeway network, while six qualitative cases were
developed. The test results show that the mean percentage difference between measured
and estimated data in terms of five minute volume are less than 10 percent for most of
models tested in this research. However, the lack of an automatic, optimal model
calibration procedure and the unavailability of speed measurements make it very difficult
to compare the performance of each model. In general, the qualitative behavior of all the
models showed the expected trend.
 In addition to evaluating the freeway models, a basic framework for an automatic
simulation environment was also developed in this research. The main objective of the
automatic simulation environment is to automate the time consuming input data
preparation process, so that traffic engineers can spend more time in analyzing data
rather than preparing input files for simulation. A prototype system using the GETRAM
software was also developed and the basic concept of automatic simulation was
demonstrated.
Future research needs include the development of a comprehensive data sets with
various geometric and traffic conditions including speed measurements, an efficient
procedure to test the quality of the data set, and an automatic model calibration system
that can determine the best set of the parameters for each model for a given geometric
and traffic conditions. Further, the automatic simulation system where data processing,
input file preparation and analysis of the data can be efficiently performed in an
integrated environment needs to be developed.

ii
 1. INTRODUCTION

1.1 Problem Statement

A key element in improving traffic operations and performing effective real time
management is the ability to assess the effectiveness of various alternatives prior to
implementation. Simulation methods have long been recognized as the most effective
tool for such an analysis and various simulators have been developed by different agencies
for freeway and/or arterial networks. For example, some well-known simulators for
freeways include AIMSUN, FREFLO, FRESIM, FREQ, INTEGRATION, and
KRONOS. While there have been individual tests of each software by various agencies,
no comprehensive effort has been made to quantify and evaluate the performance of each
model. The major difficulty includes the lack of detailed real data and the time consuming
manual effort to prepare input information for each software. To be sure, there is no
user-interface developed to date that can generate input files for different simulators with a
common set of data. Developing an integrated traffic analysis environment, where data
processing, simulation, and output analysis can be automated as efficiently as possible, is
of critical importance in improving traffic management and operations.

1.2 Research Objectives

The ultimate goal of this research is to develop a traffic simulation laboratory where
various roadway design/operational alternatives can be evaluated with state-of-the-art
traffic simulators under an integrated database-simulation environment. The current
research, phase I, evaluates existing freeway simulation models with real traffic data
collected from the Minneapolis/St. Paul freeway system. The major tasks for the current
phase include,
* Development of standard test cases for evaluating freeway traffic models.
* Data collection and development of database with test cases.
* Identification of freeway simulation software.
* Evaluation of selected software with test cases.
* Development of basic structure for automated freeway simulation environment.
* Maintenance and support for the freeway simulation software developed by the
University of Minnesota.

1.3 Report Organization

Chapter 2 reviews the major features of the selected simulation models, including
hardware requirements, possible applications, modeling, input requirements, model
parameters, and model outputs. The review results are summarized in the comparison at
the end of the chapter. Chapter 3 explains the structure of the database developed to
store the data for the various test cases. The criteria for model evaluation and a
description of each test case are also included in Chapter 3. Chapter 4 contains the
simulation results for each model for each test case. The comprehensive evaluation
results for all the models based on the simulation results are also presented in Chapter 4.
Chapter 5 develops a framework for the automatic simulation system including a
prototype example. In Chapter 6, the improvements and support for the freeway
simulator developed by the University of Minnesota are summarized. Finally, Chapter 7
includes the conclusions and future research needs.

2
 2. OVERVIEW OF SELECTED SIMULATION MODELS

2.1 Selection of Simulation Models for Evaluation

In this research, six simulation models, currently available as computer software in the
field, were selected for testing. Table 2.1 includes the selected simulation models and the
software release versions used for testing.

MODEL PROGRAM FILE DATE VERSION

Fresim editor 11/4/94 5.0.0
simulator 4/18/95 5.0.0
Aimsun2 editor 1/8/96 1.0.2
simulator 1/11/96 1.0.2
Freflo editor 3/3/92 1.0.0
simulator 7/24/92 3.1.0
Freqll editor 9/11/92 3.0.0
simulator 11/2/92 3.0.0
Kronos editor 6/21/95 8.2.0
simulator 12/8/95 8.2.0
display 6/13/96 9.0.0
Integration simulator 10/12/95 2.0.6
od matrix 8/30/95 1.2.c

Table 2.1 : Selected Simulation Models and Their Tested Software Release Versions

The following sections summarize the review results of the above models focusing on the
following areas;
* hardware/software requirements.
* simulation modeling.
* model capabilities.
* model applications.
* input requirements.
* model parameters.
* output information.
2.2 FRESIM

Developer
The FRESIM program was developed for the Federal Highway Administration as a
part of the TRAF family of simulators.

Hardware/Softwarerequirements
The following are required for the FRESIM programs:
* An IBM compatible personal computer with a 386 processor.
* A math coprocessor.
* 5876 KB of memory.
* Up to 12 MB of disk space for programs and files.

Modeling overview
FRESIM is a microscopic model which uses the PITT car following and gap
acceptance logics developed at the University of Pittsburgh. As a vehicle enters the
freeway, it is assigned a type, performance limits, driver type, and a desired freeflow
speed. The freeflow speed is determined from an internal procedure based on which driver
type was assigned to the vehicle. During simulation, each vehicle has an acceleration rate
calculated based upon the position and speed of the target vehicle and the preceding
vehicle. With the new acceleration rate a new vehicle speed is calculated then the target
vehicle's position is updated using the calculated speed. This process is repeated for each
time interval. Vehicle turnings are based on the percentages provided by the user.
Lane changes are based on the PITT gap acceptance logic. This consists of two parts.
The first part is called the lead gap. This gap is based on three different deceleration rates :
* The deceleration rate to avoid colliding with the preceding vehicle.
* The deceleration rate three seconds after changing lanes.
* The deceleration rate of the preceding vehicle at maximum deceleration.
The second part is called the trailing gap. This is based on the risk of colliding with the
following vehicle in the new lane. Vehicles will perform lane changes based on two
conditions. The first condition is a mandatory lane change, which occurs when a vehicle
has reached either the end of an acceleration lane, a lane drop, a lane blockage, or has
passed the ramp exit sign for the vehicle's intended destination. With this type of lane
change, the risk value increases as the need to change lanes increases. The second type is
the discretionary lane change, whis is to improve the driver's perceived situation and
depends upon the driver type and the desired free flow speed.

Simulation capabilities
The capabilites of the current version, as listed in the manual, are as follows;
* maximum of 19 time slices.
* up to 25 origin zones and 200 links.
* up to 475 origin/destination points.
* entry and exit ramp from either the left or right side.
* lane adds or drops on a link on the left or right side (3 max per link).
* radius of curvature.
* three types of auxiliary lanes.
* warning signs for lane drops, off ramps, and construction zones.
* three detector types for surveillance and incident detection.
* maximum of 20 incidents and construction zones.
* four types of ramp metering control options.
* user created vehicle specifications (16 max.).
* traffic flows in both directions.
* Multiple incident detection algorithms;California Algorithm, Payne's
Alogorithm 8, and double exponential smoothing
Input requirements
The FRESIM program uses a series of data cards for data input. These data cards
include:
* Initialization time period (sec.).
* Length of each time slice (sec.).
* Type and frequency of outputs.
* Freeway geometric data in a link/node form
* Position and type of auxiliary lanes per link.
* The gradient, superelevation and radius of curvature of the freeway.
* Queue discharge headway (sec.) and free-flow speed (mph) per link.
* Vehicle turning movements as a volume percentage for all exit ramps.
* Entry flows per time slice in vehicles per hour (vph) for the mainline entry
point and all entry ramps.
* Incident placement and lane blockages.
* Incident capacity reduction factor.
* Time of incident.
* Lane add or lane drop information.
* Metering placement, metering type, and additional information.
* Traffic sensor type and placement.
* Incident detection specifications.
* Vehicle type specifications.
* Percent of heavy vehicles at freeway entry points.
* Pavement type of freeway.

6
Simulationparameters
The following is a list of the model parameters used for model calibration:
* 10 car following sensitivity factors.
* Vehicle generation separation (sec.).
* Acceleration/deceleration lag times (sec.).
* Maximum deceleration rate (ft/sec 2).
* Time to perform a lane change (sec).
* Queue startup delays.

Output Information
The FRESIM program has four categories of output:
* Input data tables.
* Intermediate statistics for every user specified time period.
* Cumulative statistics every time slice.
* Fuel and Pollution tables.

For each output category,

* A repeat of all card data.
* Fuel consumption rates (gal and mpg).
* Hydrocarbon, carbon monoxide, and nitrous oxide emissions (grams/mile).
* Number of vehicles entering and exiting a link.
* Number of lane changes and turning movements.
* Total distance traveled (veh-mi).
* Total travel time (veh-min) and delay time (sec/veh).
* Link volumes (vphpl), densities (vpmpl), and speeds (mph).
* A list of warning messages.
2.3 AIMSUN2

Developer
Department of Statistics and Operational Research, Universitat Poletecnica de
Catalunya, Barcelona, Spain.

Hardware/Softwarerequirements
The following are required for the AIMSUN2 and GETRAM programs:
* An IBM compatable personal computer.
* A math coprocessor.
* 16 MB of memory.
* 4 to 6 MB of disk space for AIMSUN2 and GETRAM programs.
* Up to 5 MB of disk space for output files.
* Microsoft Windows NT.
* Exceed 5.0 or better.

Modeling overview
The AIMSUN2 simulator is a microscopic simulator which is based upon the Gipps car
following model. Vehicles arrive according to one of three random distributions:
* A negative exponential distribution.
* A shifted negative exponential distribution.
* A platoon distribution.
Vehicle are then assigned to a vehicle characteristic group based upon user specified
information. Vehicles are not, however, assigned to a particular exit. Once on the
network, the vehicle position is updated using a car following logic based upon the Gipps
model. Two speeds are calculated for each vehicle for a distinct time period:
* Maximum speed a vehicle can accelerate to.
* Maximum speed a vehicle can reach based upon vehicle characteristics and
preceding traffic.
The minimum of the above two values is selected as the new speed of the target vehicle
and the vehicle position is updated according to that speed. This process is repeated for
each vehicle for every time interval. Exiting traffic is based on the turning percentages
prespecified by the user for every vehicle characteristic group.
Lane changes are based on the Gipps lane changing model. Lane changes have been
divided into three different sections. The first section is the length of freeway between
critical sections. Traffic conditions, such as speed and queue lengths, are used to
determine whether a vehicle will change lanes. These are lane changes that a driver feels
will improve his situation. The second and third zones are governed by the distance to an
exit ramp or lane drop. Those vehicles within the second section will gravitate toward the
required lane to exit the freeway or avoid a lane drop if possible. Within the third section,
vehicles will change lanes to reach their destination even if they must slow down or stop
to do so.
Traffic signals are modeled by adding a dummy vehicle at the stop line whenever the
signal phase is red in order to continue using the car following logic. This same procedure
is used to model the green time ramp metering option. The other ramp meter control, flow
metering, is based on the maximum hourly flow rate.

Simulation capabilities
The capabilities of the current version, as listed in the manual, are as follows;
* various vehicle classes, including HOV vehicles, based upon user
specifications.
* various detector types.
* various traffic control devices.
* Origin/destination matrix information.
* left or right side entry and exit ramps.
* auxiliary lanes for ramps and lane add/drops.
* traffic in both directions.
* Output visualization of traffic propagation during simulation.
 * incidents and construction zones.
* Graphical data entry program based on the Unix platform.

Input requirements
* The network geometrics.
* Entry flows rates(vph).
* Section speeds (kph).
* Section capacities.
* Vehicle characteristics.
* Turn movement percentages for each vehicle type.
* Ramp metering type and related information.
* Traffic control type and related information.

Simulation parameters
* Braking coefficients.
* Minimum distance between vehicles (m).
* Simulation step size (sec).
* Zone lengths for when a driver will consider a weave and when a driver must
weave.
* Intersection visibility.
* Cruising speed tolerance.

Output information
The simulation results are given for both the entire network and/or for each section
as specified by the user. The output include;
* Flow rates (vph).
* Densities (vpk).
* Speeds (vph).
* Travel times (hh-mm-ss).
10
 * Delay times (hh-mm-ss).
* Stop times (hh-mm-ss).
* Number of stops per vehicle.
* Queue lengths.

Detector output depends upon the type of detector specified by user. These include :
* Vehicle counts.
* Occupancy rates.
* Speeds (kph).
* Densities (vpk).

2.4 FREFLO

Developer
The FREFLO program was developed for the Federal Highway Administration
and is a part of the TRAF family of simulators.

Hardware/softwarerequirements
* An IBM compatible personal computer with a 386 processor.
* A math coprocessor.
* 4 MB of memory.
* Up to 8 MB of free disk space for programs and files:

Modeling overview
FREFLO is a macroscopic simulator based on the high order continuum modeling
approach. The momentum equation determines the section speed and consists of three
parts. The first part is a convection term which estimates the tendency to remain at the
current speed. The second part is a relaxation term which estimates the tendency to adjust

11
speeds to the equilibrium speed. The equillibrium speed is determined from one of three
speed-density relationships. The third part is an anticipation term which estimates the
tendency to change speeds depending on changes within the downstream traffic
conditions. Finally, flow rates are determined by the product of the section speed and the
section density.

Simulation capabilites
* maximum of 19 time slices.
* up to 256 links.
* traffic in both directions.
* right sided entry and exit ramps.
* up to 20 incidents or construction zones.
* HOV lanes.

Input requirements
* Freeway geometric data in node-link form.
* Link capacity and free-flow speed.
* Link speed-density relationship type and coefficients.
* Flow entry rates (vph) and turning percentages for exit ramps.
* Traffic composition, i.e., percentage of truck and carpool traffic.
* Length of time slice (sec).
* Jam density (vpmpl).
* Node coordinates (for graphics package only).
* Link curvature (for graphics package only).

12
Model parameters
The following is a list of the model parameters used for calibration:
* The capacity (vph) of each segment.
* Speed-density relationship coefficients depending on the choice of function
types, i.e., cubic polynomial, reciprocal cubic polynomial, or a three regime
speed-density relationship.
* Relaxation time and anticipation coefficients for the momentum equation.

Output information
The FREFLO program allows the user to select the type of output and time intervals
that the output is needed. Intermediate output include :
* Vehicles discharged per link by vehicle classification.
* Volume (vph) for both regular use lanes and HOV/bus lanes.
* Speed (mph) for each vehicle and lane classification.
* Density (vpmpl) for each vehicle and lane classification.

Cumulative output include:

* Vehicle miles traveled.
* The number of vehicle trips.
* Person miles traveled.
* The number of person trips.
* Average volume (vph).
* Average speed (vph).
* Delay time per vehicle (sec/veh or min/veh).
* Total delay for vehicles (veh-min or veh-hr).
* Total delay for persons (person-min or person-hr).
* Travel time per vehicle (sec/veh or min/veh).
* Total travel time for vehicles (veh-min or veh-hr).
* Total travel time for persons (person-min or person-hr).
13
2.5 FREQ11

Developer
Institute of Transportation Studies, University of California at Berkeley.

Hardware/softwarerequirements
* An IBM compatible personal computer with a 386 processor.
* A math coprocessor.
* 8 MB of memory.
* Up to 5 MB of free disk space for programs and files.
* The FREQ11 program does not work with the Microsoft memory manager due to
conflicts with FREQ 1 's memory manager. *

Modeling overview
The FREQ model assumes that, under freeflow conditions, all vehicles that enter a
section will leave a section during the same time period. First, the model searches the
freeway for weaving sections. Then the weaving zone lengths are calculated. Next the
weaving capacities are determined and the capacity values of all the sections within the
weaving zone are set to this capacity. Next the model searches the entire freeway for the
sections in which the flow rate exceeds the capacity of each section. It should be noted
that the model converts the specified flow data into a set of origin/destination matrix to
determine the volumes of each section in the main freeway. The estimated O/D matrix is
redistributed if any bottleneck sections are found. Finally, the speed of each section is
determined from the speed-V/C curve and the mainline queues are determined. FREQ
treats each time period separately with the queue data from the previous time period as the
initial condition.

14
Simulation capabilities
* maximum of 24 time slices.
* up to 158 sections.
* maximum of 78 on-ramps and 78 off-ramps.
* entry and exit ramps from either the left or right side.
* capacity variations per time slice for each segment to simulate incidents and
construction zones.
* up to 9 lanes per section.
* System or local flow optimization ramp metering.

Input requirements
* Number of time slices for simulation.
* Number of time slices per hour.
* Freeway and arterial street geometric data
* Flow rates per time slice in vehicles per hour (vph) or in vehicles per time slice.
* Gradient of the freeway.
* Free-flow speed and capacity for each section (mph).
* Speed vs. V/C ratio curve.
* Truck percentages for emission calculations only.
* The modal shift sensitivity rating (high, medium, low).
* The perceived travel time savings.
* Emission and fuel consumption rates (manual or EPA tables).
* The arterial signalization progression rate (good, poor, or no signal).

Model parameters
The following is a list of the model parameters used for model calibration.
* The capacity (vph) of each segment.
* The V/C ratio for bottlenecks.
* The speed vs. V/C ratio curve.
15
Output information
The FREQ11 program has many output tables and graphs available which the user can
select from. These include :
* Contour maps of speed, density, queuing, V/C ratio, and six environmental
factors.
* Origin/destination tables for travel times (min.) and flow rates.
* Freeway statistics for each time slice for each segment.
* Cumulative statistics for the freeway.
* Freeway geometrics table.

The freeway statistics table includes :

* Adjusted flow rates (vph).
* V/C ratios.
* Queue lengths.
* Storage rates.
* Weave effects (vph).
* Freeway travel times (veh-hr).
* Ramp and freeway delays (veh-hr).
* Total travel times (veh-hr).
* Total distance traveled (veh-mi).
* Fuel consumption (gal.).
* Hydrocarbon, carbon monoxide, and nitrous oxide emissions (kg).

16
2. 6 KRONOS

Developer
University of Minnesota, Minneapolis.

Hardware/Software requirements
* An IBM compatable personal computer with a 386 processor.
* A math coprocessor.
* 8 MB of memory.
* Up to 5 MB of free disk space for programs and files.

Modeling overview
KRONOS is a macroscopic simulator based on simple continuum modeling approach.
It estimates the macroscopoic traffic parameters, i.e., flow, speed and density, of every
100 ft segments in a given freeway every one second. The behavior of interrupted flow,
such as merging, diverging and weaving, is modeled by defining internal boundaries and by
explicitly estimating the amount of flows crossing the boundaries considering the current
traffic conditions and capacity of the segments. Further, the right-most lane flows in
some segments are treated separately from the mainline flow to reflect the drivers'
behavior near exit ramps.

Simulation capabilities
The following is a list of program capabilities:
* maximum of 200 time slices.
* graphical input/output module.
* up to 100 freeway segments or 120,000 feet of freeway.
* maximum of 8 through lanes per segment.
* maximum of 25 on-ramps and 25 off-ramps.
* multi-stage incidents

17
 * left and right sided entry and exit ramps.

Input requirements
The following is a list of input requirements :
* Freeway geometric data
* Freeway demand entering and exiting each ramp (vph) for each time slice.
* Segment capacities (vphpl).
* Initial traffic conditions for segments (optional)
* Speed-density /flow-density relationship

Model parameters
The following is a list of the model parameters used for model calibration :
* The capacity (vph) of each segment.
* The flow-density relationship.

Output information
The KRONOS output types consist of graphics, spreadsheets, and the tables for
Measure of Effectiveness statistics;
* Two dimensional graphs of flow, density, and speed against distance.
* Three dimensional graphs of flow, density, and speed against distance and
time.
* Emulation of density variation through time for a given freeway.
* Spreadsheet-format files containing flow, speed and density values for every
100 ft segment for each time interval specified by user.
* MOE tables including Total Travel (veh-miles), Total Travel Time (veh-hr),
Average Speed (mph) and Delay of each segment (veh-hr).

18
2.7 INTEGRATION

Developer
Queen's University located in Kingston, Ontario, Canada.

Hardware/softwarerequirements
The following are required for the INTEGRATION and QUEENSOD programs:
* An IBM compatible personal computer with at least a 386 processor.
* A math coprocessor.
* 16 MB of memory.
* Up to 12 MB of free disk space for programs and files.

Modeling overview
The INTEGRATION simulator combines both microscopic and macroscopic
approaches to model vehicle behavior in a freeway network. It employs its own car
following, lane changing, and traffic assignment logics. Before simulation begins, every
vehicle entering the network is assigned a vehicle number, vehicle class, an origin, a
destination, and a departure time based on an origin/destination matrix. Each vehicle, as it
enters the network, selects a lane based primarily on vehicle headways. Then, for every
tenth of a second, the space headway between the target vehicle and the preceding vehicle
is calculated based upon its own car following logic. Based on the estimated headway, the
vehicle speed is determined from a macroscopic speed-headway relationship provided by
user. Finally, using the new speed, the vehicle position is updated. At the end of a link,
the vehicle makes a route decision based upon internally created origin/destination path
trees. Traffic signals are simulated using a dummy vehicle to stop traffic. Whenever a
signal is red, the dummy vehicle is placed at the end of the link. This result in a reduction
in headways causing the true vehicles to stop and form queues. The origing/destination
matrix can be created using the QUEENSOD software, which uses using either the least

19
square error (LSE) method or the least relative error (LRE) method to determine the
optimal estimates of the origin/destination flows with a given set of real data.

Simulation capabilities
The following is the summary of the current version capabilities found from the
manual.
* five distinct vehicle classes including HOV vehicles.
* maximum of 32000 seconds (530 min.).
* freeway/arterial network with bi-directional flows.
* maximum of 3500 links.
* maximum of 350 origin and destination points (including ramps).
* maximum of 35 incidents per simulation.
* maximum of 350 traffic signals and/or ramp meters.
* maximum of 8 phases per control.
* maximum of 35,000 origin/destination pairs.
* maximum of 350,000 total vehicles.
* maximum of 7 lanes per link.

The following is a list of program capabilities for QUEENSOD:

* Perform the least square error model (LSE).
* Perform the least relative error model (LRE).
* Perform a maximum of 100 iterations.
* Handle up to 1000 links.
* Handle 5 path trees per time period.
* Handle up to 12 time periods.

20
Input requirements
The INTEGRATION program does not have a data entry program unlike the other
simulation packages. The DOS text editor is used to create the five required input files and
a run control file. The following is a list of input requirements for the INTEGRATION
program:
* Network geometric data as a series of links and nodes.
* Horizontal and longitudinal coordinates for each node within the network.
* Node identifier (origin, destination, intermediate).
* Upstream and downstream nodes for each link.
* Link capacities, jam densities, free-flow speeds, and speeds at capacity (speed-
flow relationship data).
* HOV lane designation.
* Position of signals and ramp meters.
* Timing patterns for signals and ramp meters.
* Signal optimization data.
* Origin/destination matrix.
* Percentage of each vehicle type (up to 5 driver classes) including an HOV
class.
* Time frame, position, and the number of effective lanes blocked for incidents.

Input requirements for the QUEENSOD software to estimate origin/destination

matrices;
0 Node file from the INTEGRATION program.
0 Link file from the INTEGRATION program.
0 Flow rate per link for each time period (vph).
0 Free-flow travel time and observed travel time (sec.)
0 Vehicle path trees for the network.
0 Estimation method type (LSE or LRE).
0 Number of iterations and dampening factor.
21
Model parameters
The following is a list of the model parameters used for the calibration of
INTEGRATION:
* The capacity (vph) of each link.
* The free-flow speed (kph) of each link.
* The speed at capacity of each link (kph).
* The jam density (vpk) of each link.

Output information
The available output data include;
* On screen graphical animation of vehicle movements.
* Run error file.
* Labeled output files.
* Unlabelled output files.
The on screen animation occurs while the simulation is running. The entire network is
drawn and boxes representing each vehicle are added as the vehicles enter the network.
Each vehicle has one of the four colors representing the region of the speed-flow curve the
vehicle is operating under. Also, the number of departures, arrivals, and vehicles
traveling the network are given along with the elapsed simulation time. The run error file
contains any errors that occurred during the simulation. Also included are the limitations
of the program and the execution time.
The labeled and unlabeled output files contain simulation outputs. The labeled output
file is for easier comprehension of the simulated results. The unlabeled output files can be
used in future INTEGRATION runs. The output data included in those files are;
* Signal optimization plans.
* Origin/destination travel time tables (min.).
* Number of vehicles exiting each link.
* V/C ratio for each link.
* Travel times for each link (min.).

22
 * Total network travel time (veh-hr).
* Total network distance traveled (veh-km).
* Average trip time per vehicle (min.).
* Average trip distance per vehicle (km).
* Total number of stops within the network.
* Average link speed (kph).
* Total number of vehicles that entered, exited, and were still en-route within the
network.
* Minimum path trees (unlabelled only).
* Fuel consumption (liters).
* Hydrocarbon, carbon monoxide, and nitrous oxide emissions (g).
* Average occupancy per link.
* Probe vehicle report (travel time and pollution index).

The QUEENSOD program output files are also labeled or unlabeled. Again, the
unlabeled files can be used in future INTEGRATION runs. Outputs for this program
include :
* Error per iteration.
* Difference between observed and estimated flow rates for each time period.
* Estimated flows which exceed capacity.
* Link flows discarded due to flow discontinuity
* Origin/destination file for use with the INTEGRATION program.

23
2.8 Summary of Simulation Models

This chapter briefly reviewed the six simulation models selected in this research.
The following tables summarize the major features of each model.

FRESIM AIMSUN FREFLO FREQ11 KRONOS INTEGRATION

2

SYSTEM NEEDS
operating ms-dos Windows ms-dos ms-dos ms-dos ms-dos
system NT V3.5 _____
minimum 6MB 16 MB 4MB 8MB 640 KB 16 MB
memory
required
disk space 12 MB 16 MB 8MB 5MB 5MB 12 MB
required________
required Exceed
support V5.0
programs

data entry text-based graphical text- partial graphical none

program _based graphical
origin/dest. optional optional no no no required : a
matrix program that
converts flows to
o/d matrix is
available

microscopic yes yes

mesoscopic yes
macroscopic yes yes yes

Table 2.2: Simulation Model Computer Requirements and General Information

of the Selected Models.

24
 ITEM FRESIM AIMSUN FREFLO FREQl KRONOS INTEGRATION
2

SIGNS
stop/yield no yes no no no yes
signs
guide signs yes no no no no no
variable no yes no no no yes
message
signs

RAMP METERING
traffic yes yes no no no no
responsive
fixed time yes yes no no no yes
fixed yes yes no no no no
capacity
flow no no no yes no no
optimization

HOV LANES
fixed no no no yes no no
placement
user no yes yes no no yes
specified
placement
lane barriers yes no no no no no

LANE BLOCKAGES
as capacity no no no yes no no
reduction
as closed yes yes yes no yes yes
lanes
incident yes no no no no no
detection

TRANSIT NETWORKS
full transit no yes no no no yes
full freewayyes yes yes no no yes
partial yes yes yes no yes yes
freeway
single no yes no yes no yes
freeway with
arterial

Table 2.3 : Simulation Model Capabilities

25
 ITEM FRESIM AIMSUN2 FREFLO FREQ11 KRONOS INTEGRATION

GEOMETRICS
max. number of 5 20 9 9 8 7
through lanes
model right side yes yes yes yes yes yes
ramps
model left side yes yes no yes yes yes
ramps
model lane yes yes no no yes no
add/drop zones
model auxilliary yes yes no no yes no
lanes
freeway grades yes yes no no no no
curve variables yes no no no no no

DEMAND DATA
mainline exit no no no yes optional yes
volumes
exit ramp no no no yes yes yes
volumes-
exit ramp turn yes yes yes no no no
percentage ____
label flow as no no no no yes no
congested
origin/dest.data optional optional optional no no prefered
add yes yes no no no preset choices
vehicle/driver
classes

SIMULATION TIME
maximum 3166 min 5940 min 3166 min 1440 min 6000 min 533 min
simulation time
maximum time 19 65+ 19 24 200 50
slices
internal yes yes yes no no no
initialization
ability

Table 2.4: Simulation Model Inputs

26
 ITEM FRESIM AIMSUN2 FREFLO FREQ11 KRONOS INTEGRATION

PARAMETERS
capacity no yes yes yes yes yes
jam density no no yes no yes yes
freeflow speed yes yes yes yes yes yes
speed at capacity no no no no no yes
flow/density no no no no yes yes
curve
speed/density no no 3 types no no no
curve
speed/VC curve no no no yes no no
specialty 10 car braking
parameters following coefficient
for the factors
microscopic note on INTEGRATION
models queue minimum
startup distance this model converts
delays between flow/den, relation to
vehicles speed/ headway
relation.

maximum length of
decel. rate zone for
mandatory
lane
changes

accel. and length of note on AIMSUN2

decel. lag zone for
times desired included within the
lane vehicle modalities
changes are the vehicle length,
maximum acceleration,
minimum speed maximum deceleration,
separation acceptance mean desired speed,
for coefficient and the vehicle width.
vehicles

time to vehicle
perform modalities
lane
change
a
2.5 : Simulation Model Parameters

27
 ITEM FRESIM AIMSUN2 FREFLO FREQ11 KRONOS INTEGRATION

1-94 EB 3 hrs
without graphics 2316 759 107 61 270 4377
with graphics 2189 . . 5318

I-35W SB 36 min TEST 1

without graphics 308 128 52 22 67 806
with graphics 409 965

HYPOTHETIC LANE . DROP FWY 36 min TEST 2

without graphics 140 112 34 12 39 427
with graphics 349 11529

Table 2.6: Simulation Run Times in seconds for Selected Test Cases Using a
Pentium Personal Computer Running at 90 Mhz.

ITEM FRESIM AIMSUN FREFLO FREQ11 KRONOS INTEGRATION

2

OUTPUTS
speed yes yes yes yes yes yes
density yes yes no no yes no
flow rates yes yes yes yes yes yes
occupancy rates no no no no no yes
travel times yes yes yes yes yes yes
delay times yes yes yes yes yes no
distance traveled yes no yes yes yes no
queue lengths no yes no yes no yes
VC ratios no no no yes no yes
pollution index no no no yes no yes

GRAPHICS
flow propagation no yes need no as density yes
GCOR change
program
2D speed, no no no yes yes no
density, and flow
graphics
2D queue no no no yes no no
lengths
3D speed, no no no no yes no
density, and flow
graphics

Table 2.7 : Simulation Model Outputs.

28
 3. DEVELOPMENT OF TEST CASES AND DATABASE

This chapter develops a set of test cases with real data to evaluate the freeway
simulation models selected in the previous chapter. The geometric and traffic data for
each test case is stored in a database containing data files. The following sections
describe the test cases developed with the real data collected from the Twin Cities freeway
network and the structure of the database that store the data.

3.1 Development of the Database Structure for Test Cases

3.1.1 Geometric Data Files
The freeway geometric information were extracted from the photo data logs
developed by the Minnesota Department of Transportation. Unfortunately, these photo
data logs do not show where the detectors are located. Thus, the location of each
detector was determined from the detector placement maps provided by the Minnesota
Department of Transportation. All the geometric data for each test section was stored as
the Microsoft Powerpoint files, which show the detailed geometric information for each
case in graphical format. Each file includes detailed length and detector information such
as their position and their corresponding detector station.

3.1.2 Traffic Data Files

The traffic data files containing the loop data, i.e., 5-minute volume and occupancy
for each detector, were developed using the Microsoft Excel software and stored in the
spread-sheet format. First, a set of ASCII data file including only the data from the
detectors on the test sections were created using the data extraction software, which
extracts the data from the selected detectors from the raw data files provided by the
Traffic Management Center. The data extraction software, developed in the Department
of Computer Science, University of Minnesota, converts the binary raw data file into an
ASCII format for the selected portion of the data. The ASCII files were then imported
into the Excel spread-sheet files, where the volume and occupancy data for each individual

29
detector are stored in a matrix format for each 5-minute interval. Each spreadsheet file
contains 5-minute volume and occupancy data for each detector and station for a three
hour period.

3.2 Development of Quantitative Test Cases

3.2.1 Overview of Quantitative Testing
In this research, the test cases were developed using real data collected from the
field. Specifically, the volume and occupancy data collected on April 11, 1995, from the
selected freeway sections were used to develop the test cases. The road surface was dry
and the temperature was 32 degrees Fahrenheit. Detector numbers and locations were
taken from detector placement maps provided by the Minnesota Department of
Transportation. A three hour time period from 7:00 to 10:00 am was selected as this time
included the morning peak-period. Each model was calibrated manually using the trial-
and-error method with the real data and the difference between simulated and actual
measured data from the internal check points on each test case were evaluated.
In order to get initial capacity estimates for the selected freeway sections, scatterplots
were created plotting volume against occupancy. From these scatterplots, the shape of
the flow-density curve could be estimated. Based on the data collected, the maximum
flow usually occurred at the occupancy levels between 23 and 27 percent. Initial flow
conditions were set equal to those conditions that existed for the first five minute time
slice. Downstream demands, when called for by some simulation models, were set to the
information of the closest detector station or combination of detector stations if ramps
were involved.

3.2.2 Evaluation Criteria for Quantitative Testing

For the quantitative test cases, the following four error indices were calculated;

* The residuals, i.e., the difference between measured and estimated values for
each time slice for each selected detector station.

* The mean absolute error of the residuals for each selected detector station.

30
 * The error percentage for each time slice for each selected detector station.
* The mean percentage error for each selected detector station.

Formulation for these error indices are as follows :

Residuals = measured- estimated

I Imeasured - estimated\
Mean Absolute Error = mea d-
N
100 * (measured - estimated)
Error Percentage =
measured

Imeasured - estimatedlJ
(100*
1O0 * measured )
Mean Percent Error =
N
where,
N: the number of data points

3.2.3 Case 1 : 1-494 Westbound South of Twin Cities International Airport

The first quantitative test is a 4.8 mile section of 1-494 westbound stretching from the
Minnesota River Bridge to Lyndale Avenue. This section is located just south of the Twin
Cities International Airport and between the two largest shopping malls within the Twin
Cities area; the Mall of America and Southdale. Figure 3.1 shows the geometrics of this
test case. In this test case, all ramps are located on the right hand side of the freeway
section. Further, despite all of the lane additions and drops, there are always three
through lanes for the mainline traffic. At one point in the freeway, a 450 foot weave
section is within 800 feet of an entry ramp with an acceleration lane. At another point, a
890 foot weave section is followed 800 feet later by a lane drop exit ramp. Both of these
points are located at the Highway 77 cloverleaf. Flow rates along the freeway peaked
between 7:30 and 8:05 am. Some sections do last longer, usually another 10 or 15
minutes. The flow rates steadily fall over the remainder of the time period except for a few
short spikes around 9:00 am. The mainline section from Lyndale Avenue to the end of the

31
test section operated under congested conditions from 7:30 to 8:30 am. None of the
ramps operated at a congested rate. Finally, an incident occurs near the Lyndale Avenue
entrance ramp. This was a two car accident that blocked one traffic lane. The incident
lasted about 10 minutes and started at 8:50 am. A more detailed geometric data set, the
collected sensor data, the incident data, and the calibration parameters for each model can
be found in Appendix A.

3.2.4 Case 2 : 1-494 Westbound Through Southwest Minneapolis Suburbs

The second quantitative test is a 13.7 mile section of 1-494 westbound stretching from
Penn Avenue to 1-394. This freeway section travels through the cities of Bloomington,
Eden Prairie, and Minnetonka. This section has the longest length among the three test
cases developed in this study. Also, no incidents occurred on this freeway section during
the chosen three hour time period. See figure 3.2 for the geometrics of this test case. As
with the first test case, all of the ramps are located on the right side of the freeway. Plus,
only six different geometric types exist for this freeway. The freeway section begins with
three lanes for the mainline traffic which is reduced to two lanes at the TH-100 cloverleaf.
Also, there is a 400 foot weave section 800 feet downstream of this lane drop. This is part
of the TH-100 cloverleaf. Past TH-100, the distance between successive ramps is at least
1000 feet with some being separated by over 7000 feet.
The traffic data collected from the test section indicate that the mainline flows for
this case are uncongested throughout the three hour time period, although the flows near
the beginning of the test section are heavy. Traffic flows peak between 7:30 and 8:30 am
and gradually decline over the remainder of the time period. Some sections do show a
minor increase in flow rates between 8:50 and 9:05 am. Ramp flows are operating, for the
most part, within the uncongested portion of the flow-density relationship. But, some
ramps near TH-100 and TH-169 do have some congestion periods. A more detailed
geometric data set, the collected sensor data, and the calibration parameters used for each
model can be found in Appendix A.

32
Mississippi River (505) (506)

0.00...
... J.Q
......................... ..
....
O.f. ..... " . 2 0. .0.........
2......U..N
.2
........
.. .
I..........
....................
............
.... ........
.30.ft I.......
. . 3 5 ft
.n ...... ...
...2.7.
....
.. ...
...........
..
. . .f.,

..
. ....... ....
.... ...
0...
...
..... 400.
..
ft...
........
.............

<-2200-- < 445 (ft).

(U)
(507) (508)
* ......: . ..... ....... i....................................
........ ........... . .
.00.
4 ft ..........
. ...233. ft.. .. 6.00.............. .400.
. ft ...... O. ............a ........... 3
3900 f

(f ()
(181)
............. ..............
..500. f .... 2.0Q.. . . .. 1. 7...
20.f. ....
.........................
....... 24 JA ftl. ..
. .. ...3a. ............ .
.....
.
6.0.
......
.................

..............S(f0)0
(182) (183) 1-35W
..... . . .E L ..
......... ......... . ..............M. 0 o.t . ."
.300 ............... 1100 . ... . 00.ft... .... . . .ft.. . ...... ... ......... . .74.0. ft .. .. 75.0 . .............

T
o ()..
.. . o00()ft~
<.....1200 ft......>

(182) = detector station

* = incident location

Figure 3.1 : Freeway Geometrics for Quantitative Test Case 1 -1-494

Westbound South of the Twin Cities International Airport

33
 I-35W (185) (186) (187)
........... ............ . .... ... .............
..........
... 1390.ft...B ... 600. ft...... ... 2340.ft .:250.ft ........ ....1550.ft. .400. ft..... .750.ft.
. 7 .

<--695 (ft). <--1170--> /

S(f) <.775 (ft).>
(190) (191)
.......... ............ ................... .......
........
500.ft ... 1925ft . 115 ft.. a ft 400.ft ... 1015 f
.ft 5 ft a

<-910-> <--505 (ft) >-1

(ft)
(480) (481) (482) (483)
......• .......................... ..... ............
*a ft ma 356ft .29fft.. f ..1800 ft.... 1200.ft. -3R0 ft
<-1320-> <-1178->
() (ft) ( >-1
(484) (485)
....
....... .................
...........-. ..............................
250 . 11 .730. ft.. :724ft.. ......

:<-250-:i
50O ft.. ..
,. . . . .
60ft. 95tf .

<.-615 (ft)-> (t•

(486) (487) (488) (511)

..... .. .................. .. ........... ...
..
600ft 40 ft :400ft..... 2 ta N600.ft.. ft a ft
S<-21 -2000-> -3700
(ft) (ft)
12
(512) :<-1125 (ft)->
(5 ) 1)
... .............. ............... . ..........
.... ........... .... .. .....
AOft
00....ft ns ft . 40.ft.... 1170 ft .600 ft. .

<-192 0->
(MO
<-540 (ft)->
.. • ............. .........
............. ...... .. . .... ................
....500n ............ M 1040 ft 600A ............ . M47ft f

S<-3300-->: -1815->.
-520 (t) (ft)

(514) = detector station

Figure 3.2 : Freeway Geometrics for Quantitative Test Case 2 : 1-494 Westbound
Through Southwest Minneapolis.

34
3.2.5 Case 3 : 1-94 Eastbound Near Unviersity
The last quantitative test is a 9.8 mile section of 1-94 eastbound stretching from the
west end of the Lowry Tunnel to John Ireland Boulevard. This section was selected as it
includes a construction zone of approximately 0.8 miles that runs from 25th Avenue to
Huron Street. No incidents were recorded during the time period. See figure 3.3 for the
geometrics of this test case. Ramps are located on both sides of the freeway, although
most are located on the right side. This freeway section starts out with three through lanes
and increases to four lanes after the TH-280 entrance. Also, all of the left side ramps
connect to either TH-280 or to 1-35W. After TH-280, the geometrics have a steady
pattern between entry and exit ramp distances as 1-94 travels through St. Paul. On the
Minneapolis side before the construction zone, there are three consecutive on ramps
starting at 1-35W. The next two entry ramps, at 6th Street and Cedar Avenue, are
separated by 290 feet.
The construction zone reduces the number of mainline through lanes to two. This
construction zone closed the entry and exit ramps between Riverside Street and Huron
Street. This began during the first week of April, 1995. From the traffic data, it was
discovered that the Huron Street entrance ramp was still open to traffic. All detectors
within the construction zone were not operating. Traffic flows through the test case
operated under uncongested conditions during the entire simulation time period. Traffic
levels peaked between 7:45 and 8:15 am and dropped slightly before leveling off. In fact,
some detector stations showed very little change between the peak period and the rest of
the simulation time period. Also, the construction zone appeared to have little effect on
the traffic flow based on upstream occupancy rates. Flows entering the construction zone
were no higher than 75 percent of the total capacity. Ramp flows varied little for most
ramps within the freeway section. The ramps near the beginning of the freeway did show
some decline after 8:30 am. Otherwise, all ramps were operating under uncongested
conditions throughout the simulation time period. The detailed geometric data set, the
collected sensor data, and the calibration parameters used for each model can be found in
Appendix A.

35
 End Lowry Tunnel
(108) (109) (110) 7
............. (556)

:
.10.75 ft.. .... .200 ft ...... 1935.ft.. ..... .400 ft .... .1785 ft... .. 370.f........ 550A.A.. ......

'-------<"6530((ft)-> t)
<-665 (ft)- 53 <-470 (ft)->
<-1160 (ft)->

(557
• •
) 46 (7
..............
S . ..............
................i ............
...............
.. 1290Qft...:.400.ft.. 500A.. . 115... ......17 15A 200f ...... 290ft ......... 9.70.ft.....

^/ 165(f V).
, ___ mrs»tin
n(466) 7nne ..... /

..
40nf :g2815fa 'n ft .a 90f 605 .. 37.75 ft 700.ft..

5 (ft)- <-250 (fl>t)-

S(469) (479)
(46 ) ........... ..... ...... ... ...........
.
.... . ....".
..
, 05
.."........ i...........
."..
ft .7. ...
. .A.... .... ........
.....
. . . 2.8.. .. ..
...........S..... ...

1267. ft ... ....

... .395. ft........30 ft..... 2 ...................
.ft...215.0ft.. ..... i.425.
ft..... 41Of..8 20 ft

<-125 (ft, - <-860 (ft)

............ ..........
..• .i (489) . .. ..........:........................... it........
. .........
.... (490)

..185A ft... .200 ft ..... I. 2700f .... .. .370 ... .17500 A 315.ft.... ...... 2800.ft...H ..........
T S . '.. . ... .... ...... . ...........
........... ............. ..... . .."..... .......... . ........... .. .. . t)-;...... ...
........ 70(..
.....
(ft" <....("t .20

St Paul
(491) Commons

. ..: .2.......
...7 ft . ... ....... .0 . ....... :......
: .........
... ....... 5 ....
f .........
._........
... ... .....:
1 ........... 95.ft....

S, > <---115 (ft)---->

(489) = detector station

Figure 3.3 : Freeway Geometrics for Quantitative Test Case 3 -

1-94 Eastbound During the University of Minnesota
Ramp Reconstruction.

36
3.3 Development of Qualitative Test Cases
3.3.1 Overview of Qualitative Testing
In this section a set of test cases were developed to evaluate the qualitative
behavior of the simulation models, specifically focusing on the following areas;
* queue propagation and discharge behavior
* flow conservation.
A total of three cases were developed; two of them with the real geometrics and the other
one with a hypothetical geometrics with multiple lane drop pipeline sections. _For these
tests, all simulation models were to use the same flow-density curve. The exception is the
1-494 westbound test case for which calibration data was available. The common flow-
density curve has a maximum flow of 2200 vphpl and operates at freeflow speeds until the
density reaches 15 vpmpl. All test runs consisted of 18 two minute time slices for 36 total
minutes of simulation.

3.3.2 Evaluation Criteria for Qualitative Testing

Two different types of tests were to be performed for the qualitative tests. These
include shockwave and flow conservation tests. Shockwave tests were to test the ability of
each model under different queue forming conditions. Flow conservation tests were to
check if the models were operating correctly under uncongested conditions.
For the shockwave tests, the three test conditions were :
* A weaving section with heavy mainline and ramp flows.
* A dual lane drop situation.
* An incident blocking one complete lane under heavy flow conditions
Densities are collected every 200 feet for 18 two minute time intervals. Density tables are
then created. From these tables, queue lengths and queue dispersion times are calculated.
Queue lengths are considered to be the sum of all consecutive sections in which the
estimated density is greater than one half the jam density. Dissipation measurements begin
when the queue length reaches a maximum value and ends when the density at the
beginning of the queue is reduced to an uncongested level.

37
 The expected spillback lengths and dissipation times were determined from the
following equations :
Vcin - capacity
number_ of vehicles_in_ queue = Vci- y Tcong
60
spilbac number of vehicles -in the queue
spillback length =-
number_ of_ lanes * Kcong

number of vehicles in the queue

dissipationtime= -
downstream_dispersion_rate

capacity - Vuin
downstream dispersion rate =--
60

Definitions of the terms in the equations are as follows :

Vcin : the entry flow rate during the congestion period.
Tcong : the time of the congestion period.
Kcong : the congestion density of a freeway section.
capacity : the capacity of the bottleneck section.
Vuin : the entry flow rate after the congestion period.

To determine the spillback length, the number of vehicles each section could hold
under the congested conditions was calculated and subtracted from the expected number
of vehicles within the queue. Sections which could hold more vehicles than were available
used the spillback length equation to determine the portion of the section which was
congested. The total 'spillback length was the sum of all sections lengths in which
congestion was present. The congestion density was calculated using the Greenshield's
model.
For the flow conservation tests, flow rates are estimated every 200 feet for 18 two
minute time intervals. Upstream and downstream points are to be selected based upon
how far an unobstructed vehicle traveling at 30 miles per hour can go in two minutes. The
difference between the two flow rates are expected to be close to zero.

38
3.3.3 Case 1 : 1-494 Westbound at the TH-100 Cloverleaf
The first test using the 1-494 test section was a shockwave test. Within the geometry of
the section, there is a lane drop off-ramp followed by a type A weaving section. This
weave section is within 800 feet of the dropped lane. This area is the TH-100 cloverleaf.
See figure 3.4 for the geometrics of this test case.

.. 1390 ft..... 6Q00.ft. . ..234.0 t... .250. ft ....... .. 1 50.ft .... o..f~...... ".750. ft.. . .500. ft....

. II.U
.A92S 400. ft ..
........ - ...............

Figure 3.4 : Freeway Geometrics for Qualitative Test Case 1 -

1-494 Westbound at the TH-100 Cloverleaf

As this section was part of a longer quantitative test case, the calibrated values for
capacity and other parameters were available. Initial entry flows for the mainline were set
to 4500 vph and dropped to 2000 vph after 20 minutes. All ramp flows were set to 300
vph for the duration of the simulation except for the lane drop exit ramp and the weave
sections. The lane drop exit ramp was set to 600 vph for the entire simulation time. For
the second weave section, also a type A weaving section, the entry ramp was set to 300
vph for the entire simulation while the exit ramp was set to 1200 vph. The entry and exit
flows for the first weave section start at 300 vph, increase to 1200 vph for 16 minutes,
then returned to 300 vph. Spillback is expected at the lane drop exit due to capacity
restrictions. The length of the queue should be approximately 4835 feet and take about
eight minutes to clear. At the weaving section, very little spillback, if any, is expected. No
spillback should occur at the second weaving section.
The second test for this freeway section is a flow conservation test. Three sections
were selected for testing. The selected locations are :

39
 * 790 feet before the first entry ramp to 600 feet past the first exit ramp.
* 940 feet before the second entry ramp to 200 feet past the lane drop exit ramp.
* 600 feet before the first weave section to 2200 feet past the second weave section.
These three sectons all represent different types of ramps situations. Entry flow rates start
at 2200 vph, raise to 4400 vph 12 minutes later, then drop to 1360 vph for the final 12
minutes. Entry and exit ramp flows range from 300 to 1200 vph depending upon the ramp
type and the ramp position. From all of this, entry flows are expected to equal the exiting
flows between the two points. The exception to this is the first time period after the flow
rates change. Appendix B includes a detailed geometric figure, traffic data and
parameters used for both tests.

3.3.4 I-34W Southbound Through Burnsville

There are two lane drops areas in this case. Both reduce the number of through
lanes from three to two. Between these lane drops are three different ramp types, one
which is a lane add entry ramp. The total distance between the two lane drops is slightly
greater than 7500 feet. See figure 3.5 for the geometrics for this test case.

------------------------------- ------------------
129n ft " tt 76 _ __ _lf» - "_ .52-O
Df_40ft.
_ __ ' L -_ -_ -

-. 40 ft _i6D.ft. J46.5ft . -8&5-fL

_ - A .
.15L -250 f ft

()ftlI] _ n 0 f_t._
'.-.. " - - - -2
_. 00_fL .00-- - e "L00 - _ -." 6.f - - - - - l,-0f. _ _
_fo_- ZOO'ftJLOD ft--6Df- -- --

Figure 3.5 : Freeway Geometrics for Qualitative Test Case 2 -

1-35W Southbound Through Burnsville

40
 The first test for this freeway section is a shockwave test. Mainline flow rates start at
3800 vph and drops to 1360 vph after 20 minutes. All off ramps have a constant flow rate
of 300 vph. On ramps start at either 300 or 600 vph and increase to 600 or 1200 vph,
depending upon the location of the on ramp. Two queues are expected to form, one at
each lane drop. The queue length at the first lane drop should be approximately 2620 feet
long and require four minutes to clear. The second lane drop is expected to have a queue
length near 3925 feet and require 9 minutes to clear. These queues are not expected to
meet.
For the second test, an incident was placed 500 feet past the last lane drop. This was
to block one traffic lane for 12 minutes. Flow conditions for all ramps were held constant
for the entire simulation. These had values of either 300 or 600 vph. Mainline entry flows
started at 3800 vph and then dropped to 1360 vph after the incident was cleared. The
queue length is expected to be near 7915 feet with a dissipation time of 11 minutes.

3.3.5 Case 3 : Multiple Lane Drop Freeway Section

This test section is a pipeline section that begins with five lanes and has several lane
drop sections in which the critical lane drops are 2000 feet apart. The minimum number of
lanes is two. Also, no entry or exit ramps are included within this freeway section. See
figure 3.6 for the geometrics for this test case.

0 -- -- - - -- -4000
.- -.- 4 -. -.-
- --- -- 7-- - ft - "_I-- - 600t--
_ _- - - - --

------
---- --

Figure 3.6 : Freeway Geometrics for Qualitative Test Case 3 -

Multiple Lane Drop Freeway Section

The first test for the multiple lane drop section is a shockwave test. Entry flows start
at 1100 vph and rise to 8250 vph for 30 minutes before dropping back to 1100 vph. Two

41
queues are expected to form. The first queue is expected where four lanes becomes three
lanes. The second queue should form where three lanes become two. Also, the second
queue should meet the first queue length. The combined length of both queues is expected
to exceed 9500 feet and require 14 minutes to clear.
The last test is another incident test. Flow rates start at 4400 vph and drop to 1100 vph
after the incident is cleared. The incident occurs at the midpoint of the two lane segment
and completely blocks, one lane for 12 minutes. A queue of 6200 feet is expected with a
dissipation time of eight minutes.

3.4 Calibration of Model Parameters

Calibration procedures are fairly similar for the macroscopic models. All three
require the user modify various relationship curves and freeway section capacities.
KRONOS and FREQ11 were the simplest to calibrate. These two require data points for
their respective relationship curves. Then the segment capacities are changed. FREFLO
requires the user to determine the coefficients for the selected speed/density equation and
then change the link capacities. INTEGRATION takes a macroscopic approach in
calibrating the microscopic logic used for simulation. This consists of entering three points
of a speed/density curve which the model converts into a speed/headway curve. Then the
link capacities are changed. FRESIM uses a series of car following sensitivity factors.
These are a part of the car-following logic which calculates the vehicle acceleration. These
are not easy to determine and many runs can be necessary. AIMSUN2 is affected by a
number of items. These include the vehicle classes created in the TEDI program, the car-
following parameters, the lane change zone distances, and to some extent, the segment
capacities. Getting the right parameter combinations can take many runs.

3.4.1 FRESIM
The FRESIM model uses a number of different factors for calibration. These appear on
three different data cards. The first card allows the user to change the car following
sensitivity factors for the 10 internal driver types. These are the main parameters and

42
affect the calculation of the acceleration rate for a vehicle. The second card allows the user
to change the pavement coefficients, the acceleration lag time, and the deceleration lag
time. The last card sets the time to complete a lane change maneuver, the minimum
separation time for the generation of vehicles, the percentage of drivers that will yield to a
merging vehicle, and the maximun non-emergency deceleration rate.
For these tests, the car following parameters had the most effect upon the simulation.
A series of consecutive numbers were inserted for these parameters until the error rate
between the estimated flows and the collected flows was minimized. The minimum
separation time for vehicle generation was set by determining the generation time required
to add a capacity flow at the first freeway entry link. The other values were set to the
default values. The values used for the FRESIM model parameters can be found in
Appendix A and Appendix B.

3.4.2 AIMSUN2
AIMSUN2 uses a combination of parameters for calibrating the model for a given
freeway section. For the car following model, the speed acceptance percentage and the
braking coefficient are used. The speed acceptance percentage is used to determine the
desired speed of a vehicle which in turn is used to determine the maximum speed a vehicle
can accelerate to over a time period. The braking coefficient is used to determine the
maximum deceleration rate of a vehicle which is then used to determine the speed a
vehicle can reach with respect to the preceding vehicle. There are also two parameters for
the lane changing logic. These are distances, in meters, from an exit ramp that a driver will
consider lane changes. Within the first distance, the lane change is determined by traffic
conditions. Within the second distance, the lane change is determined by the driver's need
to get to the exit lane. Even though this is a microscopic model, the capacities can also be
changed have a minor effect upon the simulation results.
For this testing, the car following and lane changing parameters were changed until the
simulated results were within an acceptable error rate when compared to collected data.
Values used for the tests can be found in Appendix A and Appendix B.

43
3.4.3 FREFLO
For FREFLO, the calibration process begins by selecting one of three speed-density
relationships. The first is a cubic polynomial with four coefficients. The second is a
reciprocal cubic polynomial which also has four coefficients. The last is a three regime
discontinuous relationship. This uses two speed, two densities, and one coefficient. The
simulation model can not determine the coefficients so they must be determined using a
statistical package. Once the coefficients are determined, link capacities can be changed
until the simulated output is within a reasonable error percentage of the real time data. If
this does not happen, the coefficients can be changed and the process repeated. The values
used for the various tests can be found in Appendix A and Appendix B.

3.4.4 FREQ11
Calibration of the FREQ11 starts with choosing a speed vs. V/C ratio curve. The
model has default curves and there is an option to create a new curve using gathered data
points. Then, section capacities are altered until the simulated output is within an
acceptable error rate when compared to real time data. If this does not happen, the speed
vs. V/C ratio curve can be edited and the process repeated until an acceptable error level is
reached. The values used for the calibration of this model can be found in Appendix A and
Appendix B.

3.4.5 KRONOS
The calibration of KRONOS mainly consists of revising the flow-density relationship,
which is the major parameter for simulation. The relationship is defined by inputting the
values for the jam density, the capacity, the density at capacity, and the flow and density
rate at the end of the linear portion of the curve. Segment capacities are then altered until
the simulated output is within an acceptable tolerance level when checked with real time
data. If the altered capacities do not produce acceptable results, the flow-density curve
should be reconfigured and the process repeated. The values used for the different tests
can be found in Appendix A and Appendix B.

44
3.4.6 INTEGRATION
The parameters for the speed-headway curve are the main paremeters to be calibrated
in INTEGRATION for each link of the freeway. Parameters include the freeflow speed,
the speed at capacity, the jam density, and the capacity. The freeflow speed is typically set
to the speed limit. The other three are changed until the simulated output is within an
acceptable error percentage of the real time data. Values used for the tests can be found
within Appendix A and Appendix B.

3.5 Input File Preparation

Using the calibrated parameter values, a set of the input files were developed for each
test case for each simulator. Table 3.1 shows the number of workdays required to
complete the data preparation for the three quantitative test cases by a graduate student in
the Department of Civil Engineering, University of Minnesota.

ITEM FRESIM AIMSUN2 FREFLO FREQ11 KRONOS INTEGRATION

geometrics 1 1 1 1/2 1/2 1
flow data 1-2 5-10 1-2 1 1 10-20
entry
calibration 3-5 3-5 1-2 1-2 1-2 5-10

Table 3.1 : Data Entry Times in Workdays for the Quantitative Test Cases

It should be noted that the time needed for preparation of input files will vary depending
on the size of the freeway network, the number of entry and exit points, the number of
time periods, and the data process knowledge of an individual.
Geometric data entry for the six simulation models did not require much time to
complete. In fact, no test case took longer than one workday to complete the geometric
data input. Overall, those simulation models with graphical interfaces were found to be
much easier to use and had faster data entry times.

45
 Flow data entry was where the models had the largest difference based on data entry
times. KRONOS and FREQ11 use actual flow rates for all entry and exit points and were
found to be the fastest and easiest to use. FRESIM was somewhat more difficult to use.
This was due to having to determine the flowrates downstream of exit ramps when
detector data was not available for the section just downstream of an exit ramp. FRESIM
can calculate the turning percentages internally when given the exiting volume and the
downstream volume which does save some time. Adding entry flow data was just as
simple with FRESIM as it was for KRONOS or FREQ11. FREFLO and AIMSUN2
require that data be entered for each time slice individually. For FREFLO, the user needs
to leave the editing screen in order to get to the menu in which the time period can be
changed. He or she will also need to reenter the entry and exit links for every time period.
AIMSUN2 requires each time period to be a separate file. Here the user must scroll
through the freeway and select the sections to edit. Finally, both require that the turning
percentages for each exit ramp be calculated based on exiting flows and downstream
flows. INTEGRATION needs to have the origin/destination matrix for a freeway. Each
origin/destination pair must be added for each time slice. For large simulations, this can
number in the thousands. If flow data is the only data available, a data file can be created
from which the QUEENSOD program will estimate the origin/destination matrix. This file
contains link flows and travel times for all links within the system and must be repeated for
each time slice. A path tree file is required by the QUEENSOD program.

46
 4. EVALUATION OF FREEWAY SIMULATION MODELS
This chapter performs the testing of the selected simulation models with the test cases
developed in the previous chapter. First, quantitative testing was conducted with the test
cases developed with the real data from the Twin Cities freeway network. Using each
simulator, the traffic conditions of each test case were recreated using the time-varient
external boundary conditions as the input information. The simulation results at the
internal check points were compared with the data collected from the loop detectors in the
test section. The qualitative testing was designed to evaluate the performance of each
model in treating the propagation of congestion and in conserving traffic flows during the
simulation. For the microscopic simulation models using stochastic distributions to
determine the actual number of vehicles entering freeways, a total of six runs were made
for each test case for each model to get the average simulation results. The following
sections summarize the test results.

4.1 Quantitative Test Cases

4.1.1 1-494 Westbound Short Section
Table 4.1 includes the mean percentage difference over a three-hour period for 5-
minute volume between simulated and measured data with the first case, which is the I-
494 westbound freeway section that passes the Twin Cities International Airport.
Included are the mean average differences for the mainline detector stations and the
overall average difference for each simulation model tested. Figures showing the
comparison between the simulated and measured flow data at detector station 183 are also
included in this section.
STA. FRESIM AIMSUN2 FREFLO FREQ11 KRONOS INTEGRATION

505 1.47 2.64 1.27 0.76 1.05 4.32

508 4.74 7.51 4.78 6.29 6.55 6.71
182 6.63 4.91 4.43 2.26 4.83 8.05
183 8.99 4.76 6.16 2.85 4.33 9.10

AVG. 4.71 4.46 4.41 3.04 4.44 7.30

Table 4.1 : Mean Percentage Difference for I-494wb South of Twin Cities
International Airport
47
 494wb OS083

T.- -
7000

6000
,-4
cr'
u i' r
5000 rr
L Y \I
L~
4000
r
II -~
-r
J 3000

2000

1000

0
. s. I I 9 ON8 9 e a
v R A s 2 1q e is v 8 a 9 v R Al 2 2
tim *

-- *- Snsor Oat ' Ffr*m I

Figure 4.1 : Fresim Results Compared to Collected Flow Data at DS 183

44wb :DS
OS-183

7000

6000

(L/ Y
IF dp
Of OFY
4000

I
J 3000

2000

1000

tim
- - Sensor Oate Aim sun 2

Figure 4.2 : Aimsun2 Results Compared to Collected Flow Data at DS 183

404wb OS-193

7000

6000
dop
5000 % 4
S4000

S3000
2000

1000

0
w 0 . 0. 4a0a a, ,8
M aa a m
tim *
--- Sensor Dte - -Freto

Figure 4.3 : Freflo Results Compared to Collected Flow Data at DS 183

48
 144w6 0S.-183

7000

o000

~3.~
5000
~# V -

4000

3000

2000

1000

tm *
- fn«s8r Dots Fe i 8 !

Figure 4.4 : Freqi 1 Results Compared to Collected Flow Data at DS 183

414w6b 0DS13

7000
sooo
GL
5000

4000
IWO,
ur
3000

2000

1000

03-
Ses Oats K--
reneso

Figure 4.5 : Kronos Results Compared to Collected Flow Data at DS 183

494wb OS-.183

7000 T

6000

5000
%

4000 - 48

3000

2000

1000

tim e
l- - Sensor a t Intearatn I

Figure 4.6 : Integration Results Compared to Collected Flow Data at DS 183

49
4.1.2 1-494 Westbound Through the Southwest Minneapolis Suburbs
The following table shows the mean average difference for flow rates over a three hour
period using five minute intervals for the 1-494 westbound freeway section that passes
through the southwest suburbs of Minneapolis. Included are the mean average difference
for a series of mainline detector stations and the overall average difference for each
simulation model tested. The figures showing the comparison resutls between the
simulated and measured flow data at the last detector station, 515, are also presented in
this section.
STA. FRESIM AIMSUN2 FREFLO FREQ 11 KRONOS INTEGRATION

186 2.16 6.30 2.49 2.32 3.43 14.78

188 3.14 7.53 3.28 3.98 3.48 13.89
480 4.97 8.43 4.32 6.31 6.21 10.43
483 7.85 7.37 4.10 8.17 11.11 19.50
486 9.55 24.70 6.02 7.58 12.27 16.68
511 12.75 18.56 9.44 6.52 10.43 17.74
515 12.31 14.46 9.25 4.68 12.42 9.69

AVG. 7.53 12.48 4.56 4.65 8.48 14.67

Table 4.2 : Mean Percent Difference for I-494wb Through

Southwest Minneapolis

50
 494wb OS-515

7000

e000

5000

4000
---- - ' . _- - - - ,-
S3000

2000 . . .. .

1000

tim e

-4- Sensor Ote --- Fresm

Figure 4.7 : Fresim Results Compared to Collected Flow Data at DS 515

494wb : OS-616

6000

4000

/
3000

2000

1000

0 ,

the0e
-- Sesrner ODtl AhAun2l

Figure 4.8 : Aimsun2 Results Compared to Collected Flow Data at DS 515

404w : 0S-515

7000

6000

4000

Ae a .
3000 I- Iwo...

2000

1000

0 . . *. .s s m
• * m . S
tim *

-- - Sensor Dot * Freflfo

Figure 4.9: Freflo Results Compared to Collected Flow Data at DS 515

51
 4049b DS- 15
----
7000

000

5000

,
4000

3000

2000
...
10000ooo

tim 0
- Sn-
Sonsor Oat. F--eq

Figure 4.10 : Freq 11 Results Compared to Collected Flow Data at DS 515

494wb DS-515

7000

5000

A
4000

A
3000 --rC ~~6~ \

m
2000

1000

tiam

-- - Sensor Date -- ronoo

Figure 4.11 : Kronos Results Compared to Collected Flow Data at DS 515

494wb : 0S-515

7000

6000

4000
116a
J 3000 4b 1

2000 aoe
1000

- -; . s. s; m P.m P a .I-.-ft Id .
0 . a I to aWa 6 =
t 0- ..
f ..a a
tim *

n1--Met
n sor - ntegration

Figure 4.12 : Integration Results Compared to Collected Flow Data at DS 515

52
4.1.3 1-94 Eastbound During University of Minnesota Ramp Reconstruction
The following table shows the mean percentage differences between the simulated and
measured 5-minute flow rates over a three hour period for the 1-94 eastbound section
which includes a construction zone near the University of Minnesota. The values in the
table are the mean average differences at the mainline detector stations and the overall
average difference for each simulation model tested. The figues in this section show the
difference between measured and simulated flow rates at the detector station 467, which is
located at the downstream of the construction zone.

STA. FRESIM AIMSUN2 FREFLO FREQ11 KRONOS INTEGRATION

110 3.65 7.16 2.79 4.48 3.97 7.13

557 6.49 8.45 4.27 4.92 8.57 7.94
467 6.25 10.11 4.56 6.13 6.83 8.54
468 6.65 12.99 4.39 6.38 9.39 8.66
479 8.63 11.53 6.13 4.28 9.58 9.24
490 10.12 10.72 6.95 4.75 8.53 9.91
491 11.94 16.48 7.81 4.48 13.87 7.21

AVG. 7.68 11.06 4.56 4.49 8.68 8.38

Table 4.3 : Mean Percentage Difference for I-94eb Through the

University of Minnesota Ramp Reconstruction

53
 94eb OS-467

7000

6000

5000

4000
l -. '111111
-'9. \~
3000

2000

1000

0 _ __
8 8 8 8 8W 8 8 8 t
8 t 8 o
An o 8o
- 01
,

tima
--- Sensor Date -* Fre.m

Figure 4.13 : Fresim Results Compared to Collected Flow Data at DS 467

940b 0 S-407

V. - -
6000

5000
If
4000

40r
JAW
j, 3000

2000 I
1000

0 _ __ __~_________ ~ _~
S 8 8 8 S S 8 8 8 8 8 8 8
tim e

-- Sensor Date -- Aimun2

Figure 4.14: Aimsun2 Results Compared to Collected Flow Data at DS 467

04.b :DS.487

7000

6000

5000

40000
.-
- .•. . '9- ..-
.Opp
j 3000

2000

1000

o
8S
1` ' ' ' -
8, i8 8
,
' ' ' ' ' ' ' ' '
5
,. 8 8 8 i 8e 8
- ' '
8 8
'
. 8
o .
`
. 8
c . .
' - . s .
` -
v

time
-
*- Sensor Data -Frfflo

Figure 4.15 : Freflo Results Compared to Collected Flow Data at DS 467

54
 944b DS-467

----
7000

6000

5000

4000
4N As A
3000

2000

1000

tim *

-- Sensor Datea * Freq

Figure 4.16 : Freql 1 Results Compared to Collected Flow Data at DS 467

94b : S-487

7000

8000

5000

4000 door--
i
3000

2000

1000

0
8 in 8 P % 8 % in in

time

-- Sensor Dat --- Kronos

Figure 4.17 : Kronos Results Compared to Collected Flow Data at DS 467

*04b S.-467

7000

6000 -

5000 -

4000
A- inC-
3000 -

2000

1000 -

0
8 iS •a . 8. ! » » s s s ? a s 5 o
0 0 0. 0 0 U U * * * * aU
U a
U

tim *

-- -- Sensor Data Intoeretion

Figure 4.18 : Integration Results Compared to Collected Flow Data at DS 467

55
4.1.4 Analysis of Quantitative Testing Results
The average percentage differences for all the models tested were below 10 percent. It
was noticed that all the models performed better with shorter freeway sections than with
long sections. It can be seen that the differences were accumulated over distance and
time with all the models. The FRESIM and FREFLO models required two separate files
in order to simulate the three hour time period. The FREQ11 model treated each five
minute time slice as a separate entity. Thus these models were able to reset any
accumulated differences. It should be noted that the data used in this testing consist of
only volume and occupancy. The direct measurements of speed data were not available
because of the detector configuration at the test sections. Further, the calibration of the
parameters for each model was conducted by using the trial-and-difference method, which
indicate the possibility of getting better results if an extensive effort was made to
determine the best set of parameters for each model for the test cases. Due to these
limitations, and the relatively small amount of the real data used in this testing, any
conclusion regarding the accuracy of each model can not be drawn. The results of this
testing have reaffirmed the needs for better quality data and an efficient procedure to
calibrate simulation models. The values of the simulation model parameters used for
each case are included in the Appendix A.

4.2 Qualitative Test Cases

Five qualitative test cases were designed to measure spillback lengths and congestion
dissipation times. Spillback lengths and dissipation times were measured using the
densities operating within the congestion side of the flow-density curve. Spillback lengths
were determined to be the maximum length of the congested section, i.e., the section with
congested densities during the simulation. Dissipation times were measured from the time
slice of maximum spillback to the time slice in which all densities are operating at
uncongested levels. For the microscopic models, including Integration, that use
stochastic distribution with random generation of vehicles entering the test freeway
section, the average results of six runs were used for each test case.

56
4.2.1 Case 1: 1-494 Westbound at TH-100 Interchange
The table below shows the spillback lengths, release times, and where the spillback
began using the geometrics of 1-494 westbound at the highway 100 cloverleaf.

FRESIM AIMSUN2 FREFLO FREQ11 KRONOS INTEGRATION

spillback 0 2985 4410 9900 2225 13920+
length (ft)
release time 0 6 6 10 4 16+
(min)
spill at no yes yes no yes yes
drop exit
spill at no yes no yes no yes
weave 1
spill at no no no no no yes
weave 2 _______

Table 4.4: Spillback Lengths and Release Times for I-494wb at the
TH-100 Cloverleaf.

Table 4.5, table 4.6, and table 4.7 show the difference in the hourly flow rate between
the beginning and ending points for the three subsections in the test section. With the
macroscopic models adopting deterministic approach, it is expected that the difference
between the flows entering and exiting each subsection is almost zero except the transition
periods when the level of input flows changes. However, for those models adopting
random vehicle generation approach with stochastic distribution, the flows entering and
exiting each subsection can not be expected to be same. As indicated in the following
tables, the microscopic models show significant variations for each time slice, while all the
models show the expected pattern. The results from FREQ11 were not included in the
table, since it simulates each time slice as a separate entity with the balanced input/output
flows for each segment.

57
 TIME FRESIM AIMSUN2 FREFLO KRONOS NTEGRATION
1 5 -30 30 12 -15
2 -85 -80 0 0 -40
3 -35 -5 30 0 5
4 -50 -105 150 102 95
5 -50 -120 -60 0 -75
6 -135 -305 0 0 85
7 885 785 1470 834 995
8 -75 -165 60 0 -20
9 -65 -10 0 0 -30
10 -25 -190 -180 -102 35
11 40 -225 30 0 -55
12 15 -335 0 0 755
13 -1325 -1030 -1890 -1152 -1520
14 -45 60 -30 0 -540
15 -20 -160 0 0 -5
16 -60 -30 150 102 90
17 25 -165 30 0 -205
18 -125 -85 0 0 30
TOTAL -1125 -2195 -210 -204 -415

Table 4.5 : Difference Between Upstream Flow Rate and Downstream Flow
Rate (vph) at Beginning of the I-494wb Test Section (600 ft to 5180 ft).

TIME FRESIM AIMSUN2 FREFLO KRONOS INTEGRATION

1 25 -75 -30 5 0
2 35 -25 0 -1 5
3 65 -70 0 -1 -70
4 5 45 -120 1 -60
5 130 135 150 -1 90
6 105 270 0 -1 -80
7 785 660 150 1180 585
8 475 1140 1260 233 1350
9 305 790 60 201 1330
10 45 1385 210 303 1295
11 145 1260 30 201 1035
12 310 1090 30 201 -585
13 -1030 -400 -90 -1311 355
14 -50 -1815 -1440 -1167 -335
15 85 -1905 -30 -1 -1310
16 70 -1655 -150 -1 -1430
17 40 -1045 120 -1 -920
18 165 -85 0 -1 -980
TOTAL 2660 -300 150 -161 275

Table 4.6 : Difference Between Upstream Flow Rate and Downstream Flow
Rate (vph) at the Midsection of the I-494wb Test Section (5980 ft to 11090 ft).
58
 TIME FRESIM AIMSUN2 FREFLO KRONOS INTEGRATION
1 20 105 -180 8 45
2 55 -45 -210 -10 -10
3 -125 35 -210 0 25
4 -85 -60 -210 6 -5
5 -185 -55 -330 -6 -105
6 30 165 -90 0 -20
7 200 50 -270 0 485
8 1195 355 360 -52 395
9 30 35 1020 0 -250
10 150 -190 120 0 10
11 40 -55 -30 0 -355
12 -170 55 90 0 115
13 -90 115 120 0 -700
14 -1405 670 120 74 45
15 -35 635 -720 0 -650
16 50 525 -60 6 -630
17 95 60 -150 -6 490
18 100 -60 30 0 445
TOTAL -130 2340 -600 20 -670

Table 4.7 : Difference Between Upstream Flow Rate and Downstream Flow
Rate (vph) at the End of the I-494wb Test Section (11090 ft to 16115 ft).

4.2.2 Case 2: 1-35W Southbound Through Burnsville

The table below shows the spillback lengths and the release times with the test case
which has the same geometrics as the I-3 5w southbound section through Burnsville.
FRESIM AIMSUN2 FREFLO FREQ11 KRONOS INTEGRATION
upstream
lane drop
spillback (ft) 1750 3770 2755 n/a 3220 2475
upstream lane
drop release
time(min) 6 12 8 n/a 6 4
downstream
lane drop
spillback (ft) 3750 3300 4320 9920 5100 4100
downstream
lane drop
release 8 16+ 12 14 6 12
time(min)

Table 4.8 : Spillback Lengths and Release Times for 1-35w Southbound
Through Burnsville at Lane Drop Sections.

59
 The following table shows the spillback lengths and the release times for the test case
with an incident located at 500 feet downstream of the second lane drop for the same
geometry.
ITEM FRESIM AIMSUN2 FREFLO FREQl1 KRONOS INTEGRATION
spillback 8235 8185 12290 18515 11270 9185
length (ft)
release time 10 20+ 18 4 14 10
(min)
spillback
occur no yes no no no no
incident_______

Table 4.9 : Spillback Lengths and Release Times for I-35w Southbound
Through Burnsville at Incident Section.

4.2.3 Case 3: Hypothetical Geometry with Multiple Lane Drops

The table below shows the maximum queue lengths and the queue release times for
the test case with multiple lane drop sections.
FRESIM AIMSUN2 FREFLO FREQ11 KRONOS INTEGRATION
spillback 9500+ 7400 9500+ 8800 7900 9500+
length (ft)
release time 14 16 20 8 12 16
(min)

Table 4.10 : Spillback Lengths and Release Times for the Multiple
Lane Drop Freeway Lane Drop Sections.

The following table shows the maximum queue lengths and.the queue release times for
the same test section with an incident located at the halfway point of the two lane pipeline
section.
FRESIM AIMSUN2 FREFLO FREQ11 KRONOS INTEGRATION
spillback 6600 5200 8200 8800 7300 6600
length (f1)
release time 10 12 16 8 12 10
(min)___

Table 4.11 : Spillback Lengths and Release Times for the Multiple
Lane Drop Freeway Incident Section.

60
4.2.4 Qualitative Performance Analysis
4.2.4.1 Spillback Due to Congestion
The first test to evaluate the capability of each model in treating the propagation of
congestion used the geometrics of 1-494 westbound at the TH-100 cloverleaf. For this
test case, congestion was expected to start at the lane drop exit ramp. Little, if any,
congestion was expected at the first weaving section and no congestion was expected at
the second weaving section. Expected and estimated spillback lengths and dissipation
times for the models can be seen in table 4.4. Three models did show densities large
enough to suggest that congestion spillback was occurring at the first weave section.
These were AIMSUN2, FREQ11, and INTEGRATION. Two models, FRESIM and
FREQ11, did not estimate densities large enough at the lane drop exit to suggest that
spillback conditions were present. INTEGRATION was the only model to experience
congestion at the second weaving section. FRESIM model did not show any sign of
congestion for this test. The estimated spillback lengths for AIMSUN2 and KRONOS
were both less than the spillback lengths expected. In fact, both were at least 1900 feet
shorter than the expected length. The FREFLO estimated spillback length was very close
to the expected result. FREQ11 and INTEGRATION had very large spillback estimates.
Dissipation times were close to the expected value for three models; AIMSUN2,
FREFLO, and FREQ11. But, based on their spillback lengths, the AIMSUN2 dissipation
time appeared to be to long whereas the FREQ11 dissipation time appeared to be to short.
The KRONOS and INTEGRATION models had the dissipation times which were
acceptable for their spillback lengths.
The second congestion test used the geometrics of 1-35W southbound in Burnsville,
Minnesota. Spillbacks were expected at both lane drop sections and the flow rates were
designed to keep the two queues from overlapping. Values for the release times and
spillback lengths can be seen in table 4.8. Aside from the FREQ11 model, these
expectations held measured. At the first lane drop section, all of the simulation models
showed congestion densities. All of the models, except for FREQ11, had spillback lengths
close to the expected length of 2620 feet. Dissipation times were near the estimated value

61
of 4 minutes for all models except AIMSUN2 and FREFLO. At the second lane drop
section, all models, with the exception of FREQ 11, were within an acceptable range of the
estimated spillback length of 3930 feet. FREQ11 had a queue length that did exceed the
7200 foot distance between the two lane drop sections. The dissipation times for most
models were near the expected value of 10 minutes.
The last congestion test used a straight pipeline section consisting of a number of lane
drops and the results can be found in table 4.10. Spillback was expected at the second and
third lane drop sections and the queues from two locations were expected to overlap. This
was the case for all models tested. Spillback levels were expected to be over 9500 feet
long and require 14 minutes to clear. Three models did this; FRESIM, FREFLO, and
INTEGRATION. FREQ11 was close to this expected spillback length at 8800 feet.
AIMSUN2 and KRONOS were well below the expected spillback length. Dissipation
times were within an acceptable region of the estimated value of 14 minutes. FREQ11 was
the only exception, needing only eight minutes to release the spillback..

4.2.4.2 Spillback Due to a Lane Blockage

The first lane blockage test used the geometrics of 1-35W southbound that passes
through Burnsville, Minnesota. All six models recognized that an incident had occurred
which blocked one lane. Results of the test can be seen in table 4.9. The two microscopic
models had spillback lengths slightly larger than 8000 feet. The mesoscopic
INTEGRATION was close to 9000 feet. The macroscopic FREFLO and KRONOS
models had spillback lengths around 12000 feet. Finally, the FREQ11 model estimated a
spillback length over 18000 feet long. The expected size of the spillbacks was 7900 feet.
Dissipation times were close to expected value of 10 minutes for all but three models.
AIMSUN2 exceeded the 20 minutes given for spillback clearance. FREFLO needed 18
minutes to release the spillback, but this value seemed appropriate when compared to the
estimated spillback length. FREQ11 required four minutes to clear an 18000 foot queue.

62
 The last lane blockage test was conducted using a straight pipeline which included a
number of lane drop sections. Results of the test can be seen in table 4.11. All six
simulation models captured the incident. As with the 1-35W test case, the microscopic
models predicted the shorter queue lengths. AIMSUN2 predicted a queue length of 5200
feet whereas the FRESIM and INTEGRATION models both predicted queue lengths of
6600 feet. Of the macroscopic models, KRONOS predicted the shortest queue length at
7300 feet. FREFLO and FREQ11 were both around 8500 feet. The expected spillback
length was 6200 feet. All of the models, except for FREFLO, had release times close to
expected eight minutes. The exception was FREFLO which required 16 minutes to
release the spillback.

63
 5. DEVELOPMENT OF A FRAMEWORK FOR AUTOMATIC SIMULATION
ENVIRONMENT

In this chapter, a basic structure for an automatedfreeway simulation environment is

developed including a conceptual design for an integrated database-simulation system and
its requirements. This chapter will begin by briefly defining what is meant by an
automated freeway simulation environment and outlining the practical motivations for
developing such an environment. The basic framework for an automated freeway
simulation environment will then be given, including descriptions of sub-systems and
design recommendations. Finally, a prototype system was developed which incorporates
some features of this design, and this prototype will be described in detail.

5.1 Introduction
5.1.1 Definition
An automated freeway simulation environment, as defined here, is an integrated
information system which simplifies the process of freeway simulation. This environment
should help make freeway simulation a practical analysis tool for traffic/roadway-design
engineers and researchers by:
* Automating intensive and/or repetitive processes.
* Providing intuitive and user-friendly software and/or hardware interfaces.
* Allowing the sharing of information between users and/or simulation
applications.
* Integrating simulation with other useful information analysis tools.

5.1.2 Motivation
Although freeway simulation has been in existence as a design/analysis tool since the
late 1960s, it has not been greatly utilized by practitioners. One reason for this may have
been a lack of credible software alternatives. Today, however, there are a number of
viable freeway simulators available, many of which were reviewed and evaluated as a part

64
of this research. This evaluation process has helped to illuminate how these modem
freeway simulators remain mostly impractical. The fundamental problems have to do with
the access and use of information. Specifically,
* Collecting, storing, and correcting the various types of traffic data used in
simulation can be a long and arduous task.
* Entering that information into a specific simulation tool can require many
intense hours of effort.
* Once the data has been collected and entered correctly, there is often no easy
way to share that information with other users and/or traffic applications (like
another simulator, an incident detection system, a route-choice model, etc.).
This research, therefore, has attempted to design an environment which alleviates these
problems.

5.2 Design Considerations

5.2.1 Basic Structure
The basic structure of an automated freeway simulation environment can be seen in
figure 5.1. There are a number of sub-systems and concepts that contribute to this overall
design, including:
* Data creation and collection
* Data storage and management
* Data distribution and access
* Simulation
* Data analysis
Each of these have unique design requirements for operation, and will be described in
detail.

65
 Senor Data
Collection

* Error
Sey or Defi Checking
Sensor Definitions Logic

* Relational
Shared
Sensor
Data Tables

Application Programming Interfac (Data Access Functions)

* Geometry Data

* SensorData

SUser-Supplied * Simulator(s)
Data
* Results Data Traffic * Data Analysis Tool(s)
Local Simulaion
0 Geometry Data Clicnt
Alternatives
* Hypothetical
Sensor Data

Figure 5.1 : Basic Structure of an Automated Freeway Simulation Environment

5.2.2 Data Categories

Before discussing the different components of an automated freeway simulation
environment, it would be useful to enumerate the different types of traffic data that may be
necessary for freeway simulation. Traffic simulation data can be partitioned into four
major categories:

66
 * Geometry data.
* Sensor data.
* User-supplied data.
* Results data.
Each of these data categories possess unique characteristics that affect how the data is
collected, stored, managed, and accessed. A short description of each category is
provided here. It is important to note that this research concentrated .on the first two
categories, geometry and sensor data, because they seemed the most natural candidates
for automation.

5.2.2.1 Geometry Data

Traffic geometry data is any information pertaining to the actual physical layout of the
traffic system of freeways and adjacent arterial streets that is useful to freeway simulation.
For example, road sections, intersections, ramps, ramp meters, traffic signals, sensors,
etc., are all physical "objects" which have attributes and relationships with other similar
and dissimilar objects. The collection of these objects, along with their attributes and
relationships constitute the traffic geometry data. All freeway simulators require this
information in one form or another, and in differing levels of detail.

5.2.2.2 Sensor Data

There are many different types of sensors that "detect" vehicles on freeways and make
measurements pertaining to traffic flow characteristics. One common type of sensor is a
magnetic loop detector, which is physically installed in the pavement of a road. A loop
detector uses a magnetic field, or "bubble" protruding above the road's surface to detect
vehicles entering or leaving the field. The Minnesota Department of Transportation
(Mn/DOT) currently uses "loops" in the Minneapolis/St. Paul freeway system as its
primary method of gathering data (volume, occupancy, and speed) for traffic analysis and
management.

67
 Another type of sensor which has gained increasing interest in the ITS community is
the machine-vision detector. Machine-vision detectors use video cameras and signal
processing technology to "see" the road and detect vehicles. This sensing technique is
typically more flexible and accurate, and can provide many more types of traffic
measurements, such as information by lane and measures of effectiveness (MOEs).
However, the technology is new and not yet widespread. Mn/DOT and the University of
Minnesota (U of Mn) have collaboratively built a machine-vision test-bed along the newly
constructed Interstate-394 in Minneapolis. This "I-394 Lab," with operations located at
the Center for Transportation Studies (CTS) ITS Laboratory utilizes 36 cameras placed
strategically along a seven mile (3.5 miles X 2 directions) stretch of 1-394 (see figure 5.2).
The 1-394 Lab will help provide new insights into the usefulness of machine-vision
technology for data collection and traffic analysis.

Figure 5.2 : Interstate-394 Laboratory cameras

Regardless of type, modem traffic management centers (TMCs) typically collect traffic
data from sensors at periodic intervals (the TMC in Minneapolis receives sensor
measurements every 30 seconds, and an additional aggregation every 5 minutes). This
information is crucial for conducting traffic simulation based on real traffic conditions.
Specifically, sensor data provides the flow information at the boundaries of the freeway
network being considered. This information can also provide reality benchmarks for
assessing the accuracy and usefulness of a given traffic simulator or model.

5.2.2.3 User-Supplied Data

There are a number of types of user-supplied data, and they differ considerably from
simulator to simulator. Some examples include control plans, calibration parameters,

68
speed-flow-density relationships, probability distributions, time intervals and boundaries,
and file/data management commands.

5.2.2.4 Results Data

The results of traffic simulation will again have a variety of types and formats, and are
highly dependent on the specific simulator being used.

5.2.3 Data Creation and Collection

5.2.3.1 Geometry Data Creation

In general, it is important to both the researcher and practitioner that the task of
creating geometric information be as intuitive and easy as possible. Towards that end, a
system utilized for geometry data entry should:
* Require minimal effort.
* Be map-based.
* Use a generic structure.
* Be object-oriented.
* Utilize graphical interfaces.

Minimal effort
Ideally, the process of geometry data entry should be fully automated, perhaps by using
existing geographic/map-based data storage mediums. At the least, the user should never
be required to recreate this information after its initial creation. In addition, the tool used
to create this information in any medium should be user-friendly and intuitive, to minimize
the time and effort required for this step.

69
Map-based
The geometry creation tool should be map-based, providing a "real-world" look and
feel to the user. In addition, it should have the ability to import other map images, like
CAD files, to serve as a background guides or templates.

Generic structure
The geometric design of the traffic network should be as "generic" as possible, to
maximize the usefulness across multiple simulators and other analysis tools. A link-node
structure is probably the most general, and intuitive.

Object-oriented
The system should be "object-oriented" in its look, feel, and functionality. In other
words, objects on the screen, such as sections, intersections, ramps, etc., should represent
actual objects in reality. In addition, the user should be able to easily navigate among
objects and multiple layers of complexity by using mouse clicks and simple keyboard
commands. This intuitive representation of reality should ease the process of geometry
data creation and manipulation. (Ideally, it would be written in an object-oriented
language to aid future development.)

Graphicalmanipulation
The geometry creation tool should facilitate graphical manipulation of the geometric
characteristics, like drawing a new road, adding a lane, copying a sensor from one section
to another, etc.

Recommendations
A preliminary investigation was undertaken as part of this research to determine the
feasibility of using a geographic information system (GIS) as the geometry creation tool
and storage medium for freeway simulation. GIS software is designed to specifically
handle (store, retrieve, manage, analyze) information referenced by geographic location,

70
which implies it may be useful as a simulator interface. Indeed, different GISs have been
successfully implemented and applied to many other fields outside of transportation, and
software venders have been incorporating the capabilities to manage and analyze network
and linearly referenced data common to transportation and traffic systems. An ideal
situation would exist if existing GIS technologies could store and manage the geometry
data required for traffic simulation.
Unfortunately, the determination of this research was that GIS technology is not yet
suitable nor capable of providing the information needed for traffic simulation. The
reasons for this are:
* GISs are based on geometric shapes, like lines, arcs, and polygons, and not on
intuitive objects, which can have considerably more complex structures. For
example, a road has a direction, which some GISs could model as a directed
arc. However, the road also has width, like a rectangle. It might be possible
to "force" this information into a GIS, but it would be too cumbersome and
nonintuitive to be of much use.
* GISs are based on a relational database model, an excellent storage construct
for many kinds of data, but a poor choice for geometric data. The relational
structure requires a lot of lengthy searches that make GISs extremely slow and
unsuitable for traffic simulation.
* GISs organize information into "layers." For example, a map could be
constructed which has a hydrology layer, a soil layer, and a pavement layer.
(Some GISs handle the third-dimension more explicitly, but that is intended
more for heights of buildings, structures, etc.) Using this scheme, the traffic
network should all be a part of the same logical layer, especially since it is all
connected. However, roads often travel over and under one another. There is
no explicit way to indicate overlapping in a GIS because only one object per
location is allowed per layer.
For these reasons, it was decided that GISs are not yet suitable for managing the
geometric information used in traffic simulation. There is a movement in the industry to

71
develop standards for a GIS for transportation (GIS-T), which should help the situation.
In addition, new GIS technology is being developed which is object-oriented. An object-
oriented GIS should be much better suited to handling the complexity of information
required by traffic simulators.
Until better alternatives emerge, it is recommended to use an existing freeway
geometry creation tool that meets as many of the above requirements as possible. Since
each freeway simulator has its own unique way of representing the geometric design of the
traffic network, it would be impossible to find a general enough structure to handle all of
this diversity. It is recommended, therefore, that the most general structure be chosen,
and all tools that need geometric information (simulators or otherwise) would need to
conform to that structure. This may mean modifying some software, but the advantages
of having a unique shared representation should outweigh these setbacks.

5.2.3.2 Sensor Data Collection

The sensor data collected and used for simulation has three basic requirements:
* Detail.
* Accuracy.
* Flexibility.

Detail
At the basic level, freeway simulation requires the flow conditions at the boundaries
and interchanges of the traffic network. To be done most correctly, however, a number of
other measurements are needed. For example, vehicle classification information is needed
by simulators that allow multiple vehicle types. Additionally, information collected by
lane, speeds, lane-changing and weaving behavior, vehicle tracking for origin-destination
mapping, queue lengths at ramps and surrounding arterials, congestion and incident
information, and acceleration/deceleration rates could all be important data values for
simulation. Equally as important, detailed data is needed for creating better models and
benchmarking existing ones

72
Flexibility
For much of the same reasons, flexibility is also an important requirement of sensor
data used in simulation. More specifically, it would greatly aid freeway simulation in
research and practice to be able to:
* Change detector locations and types.
* Add measurement specifications.
* Change collection time intervals.
* Use wide-area detection to determine initial traffic conditions.
* Densely pack sensors for fine detection of traffic flow dynamics.

Accuracy
Simulation models, like most mathematical models, can be very sensitive to initial flow
conditions. For this reason, it is very important for the sensor data to be accurate.

Recommendations
The magnetic loop detectors used in the Twin Cities' freeway network are adequate
detection devices for determining general traffic conditions. They are currently used to
collect volume, occupancy, and speeds (the latter two are derived from the first)
aggregated across lanes and two different time intervals (thirty seconds and five minutes).
However, they do not meet the detail, flexibility, or accuracy requirements of traffic
simulation modeling and practice.
Machine-vision sensors, on the other hand, are already capable of providing much of
the desired information previously mentioned, and meet many of the detail, flexibility, and
accuracy requirements of traffic simulation. For example, the AuToscoPE machine-vision
detection device, initially developed at the U of Mn and deployed as part of the 1-394 Lab,
is capable of measuring vehicle presence and passage, vehicle speed and length
classifications, vehicle flow rates, volumes, lane occupancies, and headways over time and
level of service. In addition, newer versions of AUToscoPE provide MOEs, such as queue
length. Appropriately spaced video cameras can also be used for wide-area detection of

73
initial traffic conditions for traffic simulation. Clearly, machine-vision needs to be
seriously considered as an alternative to traditional sensing techniques, particularly as
advancing ITS technologies continues to require more and more detailed, flexible, and
accurate sensor data.

5.2.4 Data Storage and Management

Perhaps the most crucial element of an automated freeway simulation environment, or
any automated information system, is the database management system (DBMS). In this
context, the DBMS is responsible for managing and maintaining the data to be used in
simulation other types of traffic analysis. The DBMS is the hub of information exchange
between users/applications in a research or traffic management center. The design of the
DBMS for automated simulation has the following features:
* Client-server architecture.
* Data filtering.
* Data separation.
* Data backup.
* Local data management.

5.2.4.1 Client-Server Architecture

Figure 5.3 shows a simplified view of a client-server network architecture.

74
 Data
Local

L-6ýýý~
Local
D ata

Local
Dsta Client
L
ocal
D ata

Figure 5.3 : Client-Server Architecture

It is assumed that any information system that would consider implementing pieces of an
automated freeway simulation environment is already constructed in a client-server
fashion. With this type of architecture, multiple machines, or "clients," access another
common machine, or "server," to share information across a network. Servers are
typically set-up to serve a particular purpose. For example, there could be a network
server for managing network communications. A database server, on the other hand, is
for storing and managing data. Clients make requests to the servers, and the servers
"serve" the clients' requests. There are many advantages to this configuration. To
highlight a few:
* Individual client machines are released from the tasks that the server(s) take
care of. This releases the local processor for a client's individual needs.
* There is no need to replicate software and information on every client machine,
because it is all located on the server.
* Multiple clients can share information, thereby integrating their work processes
and increasing efficiency.
* Maintenance and information backup is localized to the server machine(s).
75
 A database server has the following specific responsibilities:
* Holding the DBMS files and software.
* Reading from and writing to storage media (like a hard disk).
* Performing data set manipulations, like intersections, unions, exclusions, etc.
* Performing basic error/parity checks.
* Managing data access from multiple users, so that more than one client do not
update the same set of data at the same time.
DBMSs are constructed to handle these responsibilities in efficient ways, which removes
much of the work from individual clients.

5.2.4.2 Data filtering

A too often neglected aspect of a DBMS, particularly when data is collected from
sensors or other mechanical devices, is the processing of checking for obvious errors in
the data and correcting them where possible. The logic for this error checking can be
quite complicated; nevertheless, it is an important aspect of a good information system.
The sensor data is particularly prone to this - a broken or malfunctioning detector device
can produce very anomalous simulation results. There are three options as to where this
error checking should occur.
* Have the clients filter the data when they query it from the database.
* Have the server filter the data as part of its routine management tasks.
* Have a separate machine whose sole responsibility is to filter the data before it
is sent to the database server.
The first option eliminates one of the advantages of having a centralized database server:
removing management tasks form individual clients. The second is a much better option,
because it reduces the number of filtering processes to one and relieves the burden on the
client. However, if the load on the server is high (meaning that there are a lot of requests
for data) the server could be spending too much time filtering and not enough time
serving. For a non real-time system, as we are considering, the best option is the third.
Here, a separate machine can filter the information before it reaches the database server,

76
freeing the server and the other clients from extra work. This is the option that was
shown in Figure 1 at the beginning of this chapter.

5.2.4.3 Data separation

The data used in freeway simulation can be separated and spread across multiple
database servers (or disk/processor pairs in a parallel machine) depending on its
characteristics. An individual server can then be customized to handle its particular type
of data most efficiently. Data separation also reduces the user request load on a particular
machine. A suggested data separation scheme is summarized by the tree in figure 5.4.

Data

Geometry Sensor

Location 1 Location 2 Location n

Real-time Active Archived

Figure 5.4: Data Separation Tree

Separationby Category
A distinction has already been drawn between geometry and sensor data, and it is also
recommended that these two data categories be partitioned to take advantage of their
unique features. The geometry data is inherently object-oriented, with a complex
structure and real-world objects corresponding to different data types, and an object-
oriented database management system (ODBMS) should be used to manage this data.
ODBMSs are particularly good at managing complex structures with many layers of

77
detail. ODBMSs are based on the tenants of object-oriented programming languages (like
C++), and therefore provide excellent development environments as well as standard data
management and access features. ODBMSs are relatively new technologies, which means
that many were developed to be client-server based from the beginning. As with any new
technology, some training and learning time is required to use ODBMSs, but the object
approach is so intuitive and straightforward that any lost time will be quickly overtaken by
increased productivity.
Another very important feature of this design is that an ODBMS is extensible. For
example, assume that a freeway network has been completely built using the standard
geometry creation tool used in the automated simulation environment. This network is
saved in an ODBMS server as a set of objects. Then assume that a user is developing a
new simulation application that requires the existence of freeway shoulders so that a more
accurate representation of driver behavior around a stalled car can be implemented. If the
geometry creation tool was not capable of specifying the existence of shoulders and the
database was not extensible (like a file system, for example), then the new user could not
use that geometry representation. An ODBMS, on the other hand, would allow that user
to add a shoulder attribute to the standard freeway link object. Fortunately, any other
existing software that does not need the shoulder attribute will still be capable of reading
and writing to the ODBMS, without little or no software changes.
Sensor data is quite different from geometry data. Sensor data is temporal and highly
dynamic, whereas geometry data is relatively static. The information from a sensor is
reported in regular time intervals, like thirty seconds. For example, a loop detector station
(ID #79) might report data that looks like the following:
ID # Time Volume Occupancy Speed
79 08:33:00
79 08:33:30
79 08:34:00

Figure 5.5 : Example Loop Detector Station Report

78
It's not difficult to see that this data fits naturally into a tabular format. The DBMS which
manages this type of data the best is a relational database management system (RDBMS).
RDBMSs have decades of knowledge, research, and experience behind them, and are still
the data management standard in most industries. These systems are highly "optimized"
to provide good performance and have become much easier to use in recent years. They
still lack some of the intuitive feel of ODBMSs, although vendors are adding more and
more "object-like" features.
One detail with respect to this design is that the geometry and sensor databases must
be connected in some way. For example, the loop detector station data entries above have
ID #79. The geometry object that corresponds to this station must therefore also have ID
#79 as one of its attributes so that the appropriate relationship can be established at run-
time.
Machine-vision detectors, while offering far more of the features required for a
simulation environment, have the added requirement of managing all of those features.
How to best manage this data is an as-of-yet unanswered question, which the 1-394 will
hopefully help to answer. Preliminary thinking suggests some type of hybrid between
object-oriented and relational DBMSs. Its also possible to imagine adding data objects
designed specifically to manage machine-vision data. For example, one might define an
"experiment" object that describes a particular user's detection scheme.

Separationby time
The usefulness of sensor data, measured in terms of how often users will request it,
will likely drop as time passes. This assumption implies that it would be good to separate
data by time as well. The three "time databases" could be:
* Real-time data.
* Active data.
* Archived data.
Real-time data access, management, and use is beyond the scope of this research, but it
is clear that a separate system will likely need to be designed to handle such data.

79
 Of the other two, active data refers to data that has been recently acquired and more
likely to be queried by users. Whether one defines this as the previous hour, day, or
weeks worth of data really depends on the capabilities of the system and the patterns of
the most frequent users. A TMC will likely want a shorter active data set, while a
research laboratory might want a longer one.
Archived data is sensor data stored in a historical database. The storage medium might
be flat files, a tape drive, an optical disk, a writeable CD-ROM, or other such device. The
suggested separation by time is summarized in Figure 5.6.

Separation by location
If necessary, a potentially useful way to partition geometry data is by geographic
location. There are many possible approaches to take with this. The data could be
distributed across servers according to cities, counties, origin-destination zones, freeways,
or some other scheme. Which scheme is best is another unanswered question. This
separation anticipates that a typical user will likely simulate freeways in a confined area
rather than the entire network. Another client might desire to simulate or analyze another
part of the network. If the geometry objects for these two areas are on different servers,
the two clients is no need for them to "get in one another's way." This could speed
processing and make the system more user-friendly.

80
 Senser
D art
0«f

Dot.
A rokivri
Devie«

Applivelio rPrl r I| Xmi

s rfltl

I
Client

Figure 5.6 : Separating Sensor Data by Time

5.2.4.4 Data Backup

There are two types of data backup plans that an information system designer should
consider. The first is an operationalbackup plan, which is an alternative database server
in case the primary server fails. This minimizes the chances of clients being unable to
access data when they need it. The other type of backup plan is an information backup
plan. It is recommended that a backup data storage device be used to periodically copy
the data from the primary server. This storage device should be located off-site, so that a
disaster or unrecoverable failure will not result in a complete loss of information. The
information can be backed-up to the off-site location at non-peak hours, to minimize
interference with users.

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5.2.4.5 Local Data Management
There will be times when a user will want the option of storing and managing data
locally on a client machine. For example, a roadway design engineer may be interested in
simulating the effects of adding a new highway. Since this highway does not, and may
never, exist, it should not be added to the centralized geometry database. Instead, the
geometric information of the network surrounding the new highway location should be
queried and stored locally. The user could add the new highway to that local geometry
without effecting the central server. Similarly, user-supplied data, simulation results, and
hypothetical sensor data may all need to be managed locally. Optimally, the data
interfaces would be transparent to the user, meaning that they look the same regardless of
whether they are using the central database or local files.

5.2.5 Data Distribution and Access

The following requirements are necessary to give users access to data stored in the
database(s):
* Uniformity across clients.
* Transparency across servers.
* Graphics based query tool.
* Programming functionality.

5.2.5.1 Uniformity Across Clients

Every client in the client-server architecture should be able to access the database in
exactly the same way. This ensures portability of applications across the network, and
maximizes the potential of data sharing. In addition, users should not have to learn
multiple access protocols to accomplish tasks. Object-oriented querying capabilities
would help make this possible.

82
5.2.5.2 Transparency Across Servers
Assuming the data is partitioned across multiple servers according to the schemes
described earlier, accessing data across these partitions should be as transparent as
possible. For example, if there is a Minneapolis geometry database and a St. Paul
geometry database, a user should be able to query the database for information about
Interstate-94 from both databases without being aware of the separation.

5.2.5.3 Graphical Query Tool

Whenever possible, the querying tool used to make explicit data requests to the
server(s) should be graphical, object-oriented, and map-based. For instance, a user should
be able to point and click on a detector location and query data from a pop-up menu. This
type of query tool greatly simplifies the Standard Query Language (SQL) commands that
most query tools are built around, and thereby makes the database accessible to many
more users.

5.2.5.4 Programming Functionality

It is particularly important that there exists a set of functions that a user can embed in
a program, like a simulator, to query the database information. The reasons for this are
obvious. Such a set of functions is known as an application programming interface (API).

5.2.6 Simulation
In the context of the aforementioned structure, the automated freeway simulator(s)
should have the following attributes:
* Runs as a client process.
* Queries geometry and sensor data from central database servers.
* Conforms to generic geometric structure of geometry database.
* Intuitive map-based and object-oriented graphical user-interface.

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 * Sufficient local data storage and management power for handling user-supplied
data, geometry alternatives, hypothetical sensor data, and simulation results.
Rather than expound on each of these points, the following example of a typical
automated simulation session and accompanying pictures are provided.
0. Before beginning, it is assumed that someone has used the geometry creation tool to
create the freeway network, and this geometrical structure has been saved as objects in
the geometry database server. In addition, the sensor data has been collected and
stored in the sensor database server as previously described.
1. The user opens the automated freeway simulation application (figure 5.7) as a client
process in the client-server computer network. The user then requests to open a
freeway network that is stored in the geometry database server. The application
automatically queries the geometry database for a minimal set of information - to
provide the user a "stick-figure" view of the freeway network.

Figure 5.7: Opening of Freeway Network File

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2. The user will then choose a sub-network with which they want to work (figure 5.8).

I
II ...··........
.
S.. ... . .. .. . . . .. .. . ..
.... .

:...........................
.. .. .. .. .. .. .. .. .. .. .. .....
.-o.° .............................................

Figure 5.8 : Sub-Network Selection

3. Based on the specified boundaries, the simulator will automatically query the geometry
database for the detailed information needed for simulation, and display that
information graphically to the user (figure 5.9).

85
 rN\777W

Figure 5.9 : Detailed Graphical Display

4. The user will then request to load the sensor data information to be used as initial flow
conditions and/or arrival distribution parameters (figure 5.10).

- -72777
-

Figure 5.10 : Loading Sensor Data

86
5. A choice will then be made between using the central database server or sensor data
stored locally (figure 5.11). (The local data could be hypothetical sensor information and
would need to have the same basic structure as the data stored in the central server.)
Assume the user chooses the central sensor database.

Figure 5.11 : Choosing Sensor Data Storage Unit

6. The user will then be asked to provide the sensor data query details, like the date,
simulation start and end times, and the time-step intervals at which to query the data
(figure 5.12).

87
 ------------------------------
------------ oloolloseselow
I
--------------------------------
--------------------------------
----------------------------------

00,01
Figure 5.12: Sensor Data Query

7. The simulation application will then use the geometrical information that it has already
queried to specify the relevant sensor locations in the sub-network that has been specified
(figure 5.13). This information will then be used to automatically query the sensor
database for those particular sensors.

Figure 5.13 : Sensor Locations in Sub-Network

88
8. The simulation application can then be run (figure 5.14).

Figure 5.14: Starting a Simulation Run

5.2.7 Data analysis

The final component of the automated freeway simulation environment is the data
analysis functionality. Specifically, there should be the capability of analyzing the results
of simulation runs. Two recommended tools for the automated environment are:
* A spreadsheet application which can easily import data and give users the
capability of performing calculations, statistics, graphing, and other complex
analytical techniques.
* A map-based tool which allows a user to graphically observe traffic conditions
(densities, speeds, flows, etc.) change over time during the course of a
simulation.

89
5. 3 Prototype Development
5.3.1 Motivation
One of the freeway simulators evaluated as a part of this research, AIMSUN2, is
already integrated into an environment that shares some of the attributes of the
aforementioned design. This environment, GETRAM, was the basis for the development
of a prototype automated freeway simulation environment in the CTS ITS Lab at the U of
Mn. Specifically, an attempt was made to integrate the macroscopic freeway simulator
developed at the U of Mn, KRONOS, into the GETRAM environment. The motivation
for this development were:
* To practically demonstrate some of the concepts of the automated freeway
simulation environment.
* To show the strength of a generic geometry by attempting to merge two very
different simulators under a common geometric structure.
* To test the feasibility of using GETRAM as the foundation of an automated
freeway simulation environment to be deployed in the CTS ITS Lab at the
University of Minnesota.

5.3.2 Background
5.3.2.1 GETRAM
GETRAM, or "Generic Environment for TRAffic Modeling," was created at the
Universitat Politecnica de Catalunya in Barcelona, Spain. It functions as an integrated
environment by combining various models and tools for traffic analysis under a single
platform. Its features include:
* A user-friendly traffic network editor with a close-to-reality appearance.
* Intuitive graphical objects with multiple levels of detail.
* The ability to load a CAD-type graphics file as a background template.
* The ability to choose sub-networks on which to run applications.
* A logical database design with a well-defined application programming
interface (API).
90
 * Multiple integrated traffic tools, including a microscopic simulator
(AIMSUN2), an assignment model (EMME/2), and an adaptive control model
(CARS).
* The ability for one tool to share data with another tool.
* Potential to extend the environment to include other tools.
* A results presentation user-interface.
GETRAM was written to run on an XWindows UNIX workstation, but can also be run on
a PC under Windows/NT using the Exceed XWindows emulator.
GETRAM's functional design is focused around a common database for storing and
managing traffic data, including network geometry information, traffic sensor data, and
control plan information. Communication with this database is possible through an
application programming interface (API). This API consists of a set of C functions that an
application can use to add, change, or extract information from the database in a pre-
defined manner. The API is an important feature of GETRAM because it specifies a
"common language" through which all applications may communicate with the database,
and therefore with one another. For instance, an assignment model can be used to specify
a particular traffic state (entrance flows, turning percentages, etc.) which is stored in the
database using the API. Then a simulator can use the same API to access this traffic state
information and use it as input data for a simulation run. Having such a "common
language" is of primary importance for creating an integrated environment.
GETRAM's functional design is represented in figure 5.15. Although GETRAM was
written to be expandable to interface with a database server, it currently uses text files for
data storage and management. The three data types, network geometry information, traffic
sensor data, and control plan information, are stored in physically separate locations
(specified as sub-directories in the UNIX file system), and have unique API functions for
manipulating them. The developers of GETRAM refer to the network geometry portion
of the data as the "GETRAM database," and the other two data types as "storage." Since
the API accesses all three types of data, however, the set of their union more accurately
represents the "GETRAM database."

91
 CARS
Demand
Responsive
Adaptive Control
System

Figure 5.15 : GETRAM Functional Design

Of particular interest in this functional design is how the Advanced Interactive

Microscopic Simulator for Urban and Non-urban Networks (AIMSUN2), a microscopic
simulator also developed at the Universitat de Catalunya, is integrated into GETRAM.
The process of simulation using AIMSUN2 involves drawing a traffic network, specifying
traffic sensor information and control plans, and executing a simulation run. To
accomplish this, the Traffic network EDItor (TEDI) is used for creating a traffic network.

92
The TEDI has a user-friendly graphical interface which utilizes intuitive objects like
freeway links and nodes, and has a close-to-reality network appearance. Additionally, to
assist the user in the detailed task of drawing a traffic network, a CAD-type (DXF)
background image can be imported as a background template. Next, the TEDI is used to
specify traffic measurement information and control plans, and all of the data is saved in
the database. At this point, the AIMSUN2 application is opened, and the API
(TDFunctions) is used to read the information from the database that it needs to execute a
simulation run. (Note that the TEDI and AIMSUN are separate software applications,
even though they have a very similar graphical appearance.)' This information must then
be "translated" into the format that AIMSUN2 uses to model and understand various
kinds of traffic information. Once the translation is complete and some simulation specific
information has been entered, AIMSUN2 can run a simulation. Upon completion, the
results presentation interface can be used to view the results. Figure 5.16 illustrates the
entire simulation process.

AIMSUN
geometry GETRAM Translator
TEDI m easurmcnts Da Simulator
control results

Figure 5.16 : AIMSUN2 Simulation Process

5.3.2.2 KRONOS
KRONOS is the freeway network simulator that was developed at the University of
Minnesota. It uses a macroscopic, continuum flow model for simulating traffic flow.
Functionally, KRONOS can be understood according to figure 5.17. In particular, there
are three separate executable programs which are necessary to build freeway networks,
run simulation, and view results: the Input Module, the Simulation Module, and the
Output Module.

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 INPUT INPUT FILE SIMULATION
MODULE \Measurements
MODULE

OUTPUT FILE OUTPUT

Results MODULE

Figure 5.17 : KRONOS Simulation Process

The KRONOS input module is used to specify the traffic geometry and input sensor data
and other simulator specific parameters. (KRONOS uses a geometric construct called a
"segment" which is quite different from the link-node structure of GETRAM.) This
information is then saved in a KRONOS input file. Once the input file has been created,
then another application called the simulation module is run which performs the simulation
run. Once completed, the output module can be used to view the results.

5.3.3 Geometric Design

5.3.3.1 GETRAM
Structure
GETRAM's network geometry database design is generally specified in figure 5.18 as
a set of graphical/conceptual objects and their relative hierarchies.

94
 I I
NODE NODE

I - - - - .
- -
STAGE
- - - -
' ,- - -
STAGE
- - - - -
I STAGE
[i I

TURNING I
TURNING I

. .

0 * *

Figure 5.18 : GETRAM Geometry Structure

A GETRAM traffic network can most generally be understood as a set of various sized
uni-directional roadway sections, connected in a particular way. As is clear in the
diagram, a Network object consists of two primary object sub-types: Sections and Nodes.
The design of these primary data objects are described in detail.

95
Sections
Section is one of the two fundamental geometrical objects in GETRAM. Most
generally, a Section can be understood as a straight piece of uni-directional roadway
(freeway or arterial). Among other things, a Section is defined by its location, length,
width, the number of lanes that run along its entire length, and the number and location of
lateral lanes (lane add/drops). For example, a generic Section in GETRAM may appear
as:

(x2,y2) - (x3,y3)

(xly 1) . (x4,y4)

Lateral Lane
Figure 5.19 : GETRAM Section

Notice that this Section is specified by four two-dimensional coordinates. These

coordinates specify not only the Section's location in coordinate space, but also its length,
width, and direction. Not including its Lateral, the above Section has three "main" lanes.
The detailed design description of a GETRAM Section and its attributes (table 5.1) is as
follows:

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 Attribute name Data type
Section_Id Integer
Section_Name String
Level Integer
Number_of_Lanes Integer
Stair Exit Boolean
SectionType Integer
Road_Type Integer
MaxSpeed Real
Capacity Real
Optional String
xl Real
yl Real
x2 Real
y2 Real
x3 Real
y3 Real
x4 Real
y4 Real
Numberof_Laterals Integer
Numberof_Detectors Integer
Numberof_Meters Integer
Number_of_VMSigns Integer

Table 5.1 : GETRAM Design Description of a Section

Notice that each Section has a Level, which allows Sections to be stacked on top of one
another in three-dimensional space. Note also, the "Stair Exit" Boolean value. This
specifies whether the end of a Section terminates in a straight line, as in figure 5.19, or
whether it is staggered like "stairs." The stair design is sometimes found at arterial
intersections.

97
 Laterals in GETRAM are lane adds or lane drops. Besides Laterals, Sections can also
have Detectors, Meters, and VMSigns (Variable Message Signs) associated with them.
Each of these sub-objects has its own set of unique attributes.

Nodes
The other fundamental geometrical object in GETRAM is the Node. A Node can be
understood as the location where two or more Sections converge, and can be one of two
types. The first is the spot where two or more freeway Sections are joined, such as the
beginning of an on or off ramp. This is the simpler case, and is referred to in GETRAM as
a Juncture. (Junctures can also be "fictitious" in the sense that they are often imposed by
the modeller to create the illusion of curvature in the road. Since GETRAM does not
support curved road Sections, two or more straight Sections can be linked to follow a
curve's general path.) An example Juncture can be seen in figure 5.20.

Figure 5.20 : GETRAM Juncture

The other type of Node is an arterial intersection, which GETRAM calls a Junction. (The
use of Juncture and Junction is confusing and unfortunate.) A Junction can be
considerably more complex than a Juncture because of the possible turnings and control
specifications that can occur in an intersection. An example Junction can be seen in figure
5.21.

98
 Figure 5.21 : GETRAM Junction

The detailed design description of a GETRAM Node and its attributes is as follows:
Attribute name Data type
Node_Id Integer
Node_Name String
NodejType Integer
Numberof_Stages Integer
NumberofTurnings Integer
Yellow Box Boolean
ZoneId Integer
Zone_Connector Integer

Table 5.2 : GETRAM Design Description of a Node

Stages are the different "phases" that occur in controlling a Junction (intersection). For
instance, there may be a "red" stage for a particular direction, then a "green" stage, etc..
Turnings are the objects that contain information of vehicles allowed movements in a

99
Node. In Junctions, a Turning can belong to both the Node and to one or more Stages of
control, and is defined by the range of lanes from which a vehicle can move from one
Section to another. A Juncture does not have stage information, so Turning objects
belong only to the Node in that case.

5.3.3.2 KRONOS
Structure
The structure of the KRONOS input data can be viewed in figure 5.22. A freeway
network is composed of a set of one or more Freeway objects connected in a particular
way. Each Freeway is further composed of a number of Segments. Depending on a
particular Segment's type, it may also have other data objects associated with it, such as
On Ramp, Off Ramp, Weave, or Lane Add/Drop. Finally, a Segment could have an
Incident specified in it.

Figure 5.22 : KRONOS Geometry Structure

100
Segments
Perhaps the most distinguishing feature of KRONOS is the way in which it builds
freeway networks. In contrast to the "geometrical" approach used by GETRAM,
KRONOS uses a "topological" approach when drawing a network. In other words, there
are a certain set of "segment types" that are distinguished by features such as having an
on/off-ramp or not. Two sections of roadway can vary greatly in length, the number of
lanes, and speed limits and still qualify as the same segment type under the KRONOS
scheme. Figure 5.23 offers a sampling of the 25 different segment types and their basic
shapes. (Type 16, a collector-distributor road type, is not included because KRONOS
does not currently work correctly for that type.) By stringing together many of these
types, freeways are quite easy to build in KRONOS. They do not, however, have a
realistic graphical representation.

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 Types 2,3,5,6: Acceleration/Deceleration Merging/Diverging

Types 8,9,10,11: Merging/Diverging

- ----
Types 12,13,14,15: Lane Add/Drop Types 17,18,19,20: Freeway Merging/Diverging

Types 21,22,23,24: Two-Lane Freeway Merging/Diverging Type 25: Weaving Add-Drop

Figure 5.23 : KRONOS segment types

5.3.4 Data Translator

Now that the basic design and data structures of both GETRAM and KRONOS have
been presented, the prototype automated freeway simulation environment that was
developed can be described. Since GETRAM was designed to be a "generic environment"
for conducting various types of traffic analysis, a decision was made to explore the
feasibility of integrating KRONOS into that environment. More specifically, an attempt
was made to take a freeway system created using GETRAM and "translate" that
information to create a KRONOS simulation input file. The successful implementation of

102
such a "translator" would support the previously outlined design in that a generic
geometric structure would be used to inform multiple traffic analysis applications.

5.3.4.1 Assumptions and Completion Tasks

The primary challenge for the translator was to convert the link-node geometric
structure of GETRAM into the segment types used by KRONOS. Considering the time
and resource limitations, some simplifying assumptions were made:
* A single freeway would be used.
* All on and off ramps on that freeway would be straight segments.
* Some KRONOS segment types would not be covered (21-25,16).
* All network flow states would have equal time offsets.
* Only three GETRAM vehicle modalities would be used (Passenger, Light
Commercial, and Heavy Commercial).
* All GETRAM sections would be built with capacities (not required for
AIMSUN2).
* Any information that was not obtainable through GETRAM would have to be
entered by the KRONOS user the after translation was complete.
In addition, it was assumed that a freeway had already been created in GETRAM (using
TEDI) that adhered to the preceding assumptions, and was saved as a GETRAM network.
Also, it was assumed that the network flow states that would normally serve as mean
arrival rates in AIMSUN2 had been saved in GETRAM's "Results Container" as part of
the network as well. The translator's tasks were then divided into the following sub-tasks:
1. Read the GETRAM network geometry information.
2. Determine the list of GETRAM segments that would be considered the
mainline traffic segments for the freeway.
3. Create a list of KRONOS segment types by collecting various GETRAM
segments together along the mainline.
4. Read the GETRAM flow information.

103
 5. Convert the flow rates to KRONOS time step rates and combine them into the
segment type data structures.
6. Write the new KRONOS segment types and attributes into the KRONOS input
file format.
The writing of this translator was achieved using a Silicon Graphics, Inc. (SGI) X-
Windows UNIX workstation with accompanying C compiler and the Motif graphics
library. The translator takes advantage of GETRAM's Application Programming
Interface (API), called "TDFunctions," to follow the preceding sub-tasks. In fact, the
translator itself was written as an addendum to the TDFunctions, creating new
TDFunctions specifically for KRONOS translation. One of the freeway sections created
as a part of the testing of AIMSUN2, westbound Interstate-494 west of the St. Paul-
Minneapolis airport, was chosen as a test-case for the translator. Its files can be found in
the following directory:

/usr/people/spain/nets/1494

5.3.4.2 Program specifics

The translator program files can be found in the following directory on the SGI
workstation:
/usr/people/spain/td_kronos

This directory contains the entire set of TDFunction files, as well as the files added for the
KRONOS translator. (From this point forward, a distinction will be made between
original functions, TDFunctions, and the new KRONOS translation functions,
TDKFunctions.) The newly added files are:
* kronos.h
* main.c
* kronos.c
* kinit.c

104
 * ikronos.c
* translat.c
* all the KRONOS header files (in the direcotry k_headers)
The code for these files, and for the makefile that is used to compile them, can be found in
the appendix. The main program (main.c) functions as the translator by calling various
TDFunctions and TDKFunctions.
The main program flow is summarized in figure 5.24 :
main
DOpenNetwork me, opes the freeway network files.
Given a netwomrk

Given an origin section id, a destintion section id, and any numnber of iternmediate section ids.
TDFindRoutePath detemine sth e of mainine sectios to befowed when xecri the traamslim

TDOpenRsut Given the name of the results container for this particular nework, opens those result files.

I h Given theopen resultscntainer, reads the vehicle modalities (types) to expect for imulation,
TDRadVehMod andsave them in a struc for KRONOS to e, called the "KRONOS header."

TD e etGiven the open results container, reads the network state flow inforation and saves it in te

TDCloseResu Closes the open results container.

Using the KRCNOS header and section list, translates to KRONOS and saves in a KRONOS
TDTranslateToKronos pt i ne

Qoses the open netword.

TDCloseNetwork
i
Figure 5.24 : Translator's Main Program Structure

Of special note are the TDFindRoutePath and the TDTranslateToKronos functions.

TDFindRoutePath takes advantage of the fact that only a single freeway is being
considered, and assumes that the user has supplied enough intermediate section ids to
compute the mainline route. At each node, a survey is taken of the connected sections,
and the section which is closest to heading in the direction of the next section in the list is
chosen. This simple algorithm requires the correct intermediate sections to be indicated by

105
the user, or else it could wander down the wrong path and get stuck. Any large scale
deployment of this translator would need a more general method.
TDTranslateToKronos is the heart of the translator. It takes the information gathered
to that point, reads through the section list, and constructs the KRONOS segment types as
data structures. These data structures are what are used to then create the KRONOS
input file. The flow of this function is summarized in figure 5.25.
5
TDTranslateToKronos
.ALJa
A wwamw ý - - ---
TDOpenResult O
2S t . For each section along the route

- 3 Deomhpo*te
GETRAM section irto
a
TDReadStateSections bksectiean.t
ststeby TDKVDecomposeSection nd
"vi rt wpgmet
saves inaUst
Uses the VSegmen
created so far nd trys to
TDCloseResult Coetemi TDKVTreatmentForKronos e aKRONOS
segLt Deletes the ued
VSegnent from the list
Printsthe VSegrrts to
TDKCleVSegments RONOS . TDKVPrintVSegments the screen a acheck
to
seethey're empty.
SEnds the u ciktinm
m
Aloctes memoy for procms by dosig file
TDKVAllocateFlows the time tep entrane TDKEndTranslation ] ndmmnocfis
flows. KRONOS snegnts'
Smnory.
i nitialies tt acEtud SUnBocates memory
TDKIPrepareSegment IKRONOS data TDKIDealocateSegments used for the time step
aetrane lows.

Begin the tr•istion

byinitializing to defuit
TDKBeginTranslation values d loatiug
KRONOS
money for
5egDUUs

Figure 5.25 : TDTranslateToKronos Function Structure

5.3.4.3 Running the translator example

The translator example can be run inside a UNIX shell by first going to the directory
/usr/people/spain/nets and typing "tdtest 1494." The program will create the file I494.kr8,
which can be transferred to a PC and run as a KRONOS (version 8) file.

106
 6. IMPROVEMENT AND SUPPORT FOR THE MINNESOTA FREEWAY
SIMULATION MODEL
This chapter summarizes the improvements and support effort performed for this
research for the Kronos freeway simulation model developed at the University of
Minnesota. Most of the improvements were made to the MS-DOS based user interface
and a series of workshops were conducted to show the applications of the software to the
traffic engineers at the Minnesota Department of Transportation. The following sections
summarize the revisions and the contents of the workshops.

6.1 Model Improvements

Rearrangement of Windows
There was no uniformity to the location and size of the buttons for each window
within the previous interface. Thus, all of the windows within the input and output
modules have been repositioned and reformatted for improved operations. The headers of
the new windows also have a different color scheme. The locations of the buttons have
been repositioned to maintain uniformity across a window. For example, after the
modifications, the HELP button is located on left and OK button is located on right for
each window.

Repositioning of data entry boxes

The data entry boxes have been repositioned for each window to improve the
appearance and clarity of each window.

Button Operation
The way to activate a button within a window has been changed such that clicking
the mouse on a button does not activate that button unless the mouse is released on the
same button. This modification makes the module more consistent to the properties of
push buttons within other windows-type software.

107
Cursor's position
The mouse cursor will remain in the same position where it was last placed,
contrary to earlier versions.

Naming of Variables
Many variables within the module have been renamed to improve the readability
and modification of the source code. This will save a substantial amount time for
implementing future enhancements.

File Loading
A new procedure has been added to the loading function which will issue error
messages whenever an error in the data is found when loading an input data file. This
procedure can help to identify the errors before running the simulation.

Modifications and Bug Corrections in Geometry Data Input Windows

* The simulation module requires the input module to convert the lengths of certain
segments, such as the Simple OnRamp, Simple OffRamp and Weave sections, to the
format recognizable by the simulator. A bug was causing the occasional disappearance
of some segments from the geometric input screen. The code was reevaluated and the
bug was fixed.
* For particular combinations of geometry, for example when the next to last segment of
a freeway is an OnRamp, OffRamp or Weave section, it was not possible to exit the
Edit Geometry Window by pressing the OK button. The only way of getting around
this problem was to add another pipeline segment at the end of the freeway. This has
been fixed.
* When a segment of the freeway geometry is highlighted using the mouse within the
Edit Geometry, Initial Flow and Capacity, Demand, and Incident windows, the
selected segment would be brought to the center of the freeway display associated
with these windows. This feature was not well liked by the various users of the

108
 module and was therefore was modified. Care has been taken to apply these changes
to the Merge and Diverge Freeways also.
* The bug causing errors to the meter location within the OnRamp metering option was
fixed.
* Earlier, the minimum number of lanes for the first segment of main freeway was
limited to two lanes. To improve the flexibility of the module, it was decided to relax
this restriction. Now a freeway can begin with a single traffic lane. In this case, extra
care should be taken with incidents as KRONOS does not allow incidents to occur
within one lane pipeline sections.
* In earlier versions, for the cases of lane add/drop segments, the number of lanes in
"section C" were checked against a minimum or maximum lane limit. This resulted in
an occasional error. It has been modified so that the check is done with the lengths in
both Section A and Section B.
* An error within the Edit Geometry Window has been fixed and now the module
displays the correct zone lengths and the correct number of segments.
* Due to the numerical problems within the traffic models, it was decided to increase the
minimum length of a type 8 and a type 10 segment (LHS and RHS one lane On-Ramp)
from 200 ft to 300 ft.

Bug Corrections in the Initial Flow and Capacity Window

The previous input module did not check whether the initial flow on a segment
was greater than the capacity. Since this error was not checked by the input module, the
simulation module would stop executing such cases. This error checking is now
performed in both the "Initial Flow and Capacity Window" and the "Demand Window".
Data which does not satisfy this condition is detected as soon as a violation takes place in
either window.

109
Bug Corrections in Incident Window
KRONOS requires a pipeline section to be at least 800 ft in length in order to
place an incident. The program checks whether there is any such segments within the
given freeway geometry before calling the incident window. If there are no such segments,
the program will display an error message. This check, however, did not include the
merging and diverging freeways. The program would not allow user to place an incident
if the main freeway did not have any 800 ft+ segment even though the merging or
diverging freeways had such segments. This has been fixed.

Bug Corrections in the Factor Button of the Demand Window

* The demand factor option of the Demand Window would set the flows to capacity if
the applied factor caused the resulting flow to exceed the segment capacity. The
modified version asks the user for confirmation before changing those demand values.
* In the previous version, the demand factor button would retain the previously applied
value. It is now set to a default value of 1.0 each time that window is called.
* If the user enters a value of zero as a factor, the module prompts for confirmation to
alert the user of a possible mistake before applying that factor.
* The problem that caused the factor button to not work for the on-ramp with an
exclusive lane addition and the off-ramp with a lane drop has been fixed.

Modification to Start Simulation Option

A new error message has been added if any attempt to start a simulation run
before a file is loaded or a new file is created occurs. Further, the routine for the Help
button has been examined and the bugs that caused the malfunction of the restoring
windows were fixed.

Modification of Goto DOS Shell Option

The "go to DOS shell" option was modified so that when within the DOS shell,
the user can do DOS application provided there is enough memory.

110
Modifications to Exit Option
An additional window has been added to give the user an opportunity to abort the
exit action.

Summary Window
The summary window would not show the correct file name when there was a
problem loading a file. This problem has been fixed and the data in the summary window
has been rearranged for improved legibility..

Enhancement of Error Checking Function

The error checking functions for each data value have been enhanced to keep the
input data from falling outside of any allowable ranges.

Addition of Print MOE Table option to the Output module

A new print function was added to the output module to allow for the printing of a
selected portion of the MOE table. Using this function, a user can print the values of the
measure of effectiveness for certain time periods. In previous versions, the user had to
print the MOE table for the entire simulation.

6.2 Support for Model Implementation

A series of workshops have been conducted for the traffic engineers of the
Minnesota Department of Transportation to help them learn about the Kronos software.
A total of four workshop sessions were offered at the ITS Institute at the University of
Minnesota.

The specific dates and issues for each session are as follows;

* Session 1: January 12, 1996, 9:00 - 11:30 a.m., ITS Lab

Topic: Issues in Freeway Operations

111
 * Session 2: January 26, 1996, 9:00 - 11:30 a.m., ITS Lab
Topic: Modeling Approaches in Kronos

* Session 3: February 2, 1996, 9:00 - 11:30 a.m., ITS Lab.

Topic: Hands-on Experiments with Kronos 8

* Session 4: February 9, 1996, 9:00-11:30a.m., ITS Lab.

Topic: New Features in the Kronos 9 and Future Directions

6.2.1 Session One: Issues on Freeway Operations

The following issues were identified as ongoing problems in freeway operations:
* Capacity.
* Bottleneck.
* Optimal Balancing of Flows.
* Congestion.
* Travel time / Delay (variability).
* Level of Service.
* Weaving.
* Quantifying Ramp Meter Benefits.
* Peak Period.
* Weather.
* Incidents.
* Motorist Information.

Specific discussion of the major issues is summarized as follows:

* The existing traffic models do not effectively consider the interaction between
human and vehicle elements.
* Capacity has not been specifically defined for traffic operations. Depending
upon the objectives, the capacity could be considered as a constant value for a
given geometric condition or a variable affected by the traffic conditions.
* No proper definition for the capacity at a weaving section on a freeway exists.
The length of a weaving section could extended to as long as 3500 ft. In the
type A weaving section, it may be possible to increase the capacity of a
weaving section by metering the on-ramp input volume.

112
 * Since the maximum volume measured over different time intervals can vary
significantly, the definition of capacity should also involve time intervals.
* Occupancy measurements can change depending on the calibration factor of
each loop detector station.
* Currently the following formula is being used to estimate speed from the
volume and occupancy measurements.
Speed=a( 5 min Volume .
5 min Occupancy)
Speed

The value of a differs very much with different sections. The effect of different
time periods (e.g. 10 min., 15 min., 30 min.) on the value of a needs to be
studied.

* Although it is usually thought that the lane capacity of a freeway is about 2300
vph, field observations indicate that flows as high as 2800 vph can exist when
the capacity is measured in 5 minute increments.
* When congestion is released and the drivers begin to accelerate, the headways
tend to be longer than the deceleration headways. This results in a lower
maximum volume when compared to the value before the congestion
happened. Future research needs to study how the lower maximum volume
should be interpreted and used for traffic operations.

Other issues raised by the participants during the subsequent discussion include:
* Quantification of the benefits of ramp metering .
* Measurement of ramp waiting delay.
* Estimation of diversion traffic because of ramp queue.
* Installation of variable signs indicating ramp waiting delay.

6.2.2 Session 2: Traffic Modeling in Kronos

The objective of this session was to introduce the concepts of modeling adopted
in KRONOS to the practicing engineers. The session started with a general introduction

113
of major modeling approaches used in practice. E.g. : Microscopic, Macroscopic and
Mesoscopic modeling approaches.

6.2.2.1 Major features in Kronos Modeling

KRONOS adopts the simple continuum modeling approach and tries to achieve flow
conservation and capture the propagation of shock waves by using numerical schemes
developed by Lax. The main parameter of the model is the QK relationship which is
determined by three coordinates in the q-k plane.

Treatment of Capacity Changes

Often we see changes in capacity along the freeway. These changes are handled in
KRONOS by applying a capacity gradient across the boundary where the change is
observed. The discussion focused on what the shape of the gradient to be used should be.
The current modeling methodology of KRONOS uses a straight line variation which is
restricted to 2 DXs.

Upstream and DownstreamBoundary Treatment

KRONOS allows two different flow conditions at the upstream boundary.
* Option 1 : Only the entry flow is given. A dummy DX is placed at the upstream
boundary for modeling purposes. This DX can have density. This option is
useful in modeling hypothetical demand conditions.
* Option 2: entry flow and congestion condition specified. The congestion
condition indicates whether the entry flow is congested or not. This option can
be used when the user wants to impose a certain flow conditions on an
incoming arrival flow at the upstream boundary or to calibrate the model with
a real data set.
There are three options to specify the downstream boundary flow conditions;

114
 * Option 1 : No specification. One dummy DX at the downstream end will be
generated and the density of this DX is assumed to be similar to the last DX.
This is the most commonly used option.
* Option 2 : Only the exit demand is specified. In this case, the user specifies an
exit flow which will be extracted from the last dx of the given freeway. This
option is often used to analyze hypothetical situations.
* Option 3 : Both exit demand and the downstream congestion conditions are
specified. In this case, the flow and density of the last dx of a given freeway is
set to the same values specified by the user. The density values are estimated
from the q-k relationship with the flow and congestion conditions entered by
the user. This option is recommended when a user wants to impose a certain
set of exit conditions or to calibrate a model with a real data set.

MergingModeling at EntranceRamp Areas

In the current model, the number of vehicles entering the main freeway from an
on-ramp is assumed to vary parabolically as a function of the available space on the main
freeway. It was pointed out that the capacity of the on-ramp section varies acording to
the length of the acceleration lane. Shorter acceleration lanes may reduce the capacity as
there is higher probability for the ramp traffic to yield to the mainline traffic. The effect
of different on-ramp capacities for the merging flow needs to be considered in the future
enhancement of the merging model. Ramp capacities vary from 1700(when there is no
lane addition) to 2400 (when there is a lane addition).

DivergingModel at Exit Ramps

The current diverging model requires the user to specify an additional diversion
rate through time. The issues regarding the estimation of a diverting flow and the
treatment of spillback from an off-ramp section were discussed and further research in this
area was recommended. Also, the lane friction effects, the reduction of speed at adjacent
lanes when the right-most lane is congested, should be accounted for in future modeling.

115
Weaving Model
The modeling issues identified for weaving areas include;
* The quantification of a weaving conflict and the effects of merging/diverging
flows in the weaving section on the total throughput.
* The effects of the off-ramp capacity on the diverging flow. The speed of
diverging flows can vary significantly even without congestion.
* The effects of a diverging flow on a merging flow.
* The lane friction effect due to the right-most lane diverging traffic on the
through capacity.

6.2.3 Session 3: Hands-on Experience with Kronos 8

In this session, the KRONOS 8.0 software was demonstrated to the participants
and each participant was given an opportunity to try the software. The participants were
divided into several groups of two and were asked to create hypothetical analysis cases
using real geometry data from the Twin Cities' metro freeways. The participants also
analyzed the output from each simulation using the graphical output module.

6.2.4 Session 4: New Features in Kronos 9

The new features to be added in the next version of Kronos were presented in this
session. These are,
* Complete migration to Windows operating environment.
* Bi-directional network simulation.
* HOV Lane Module.
* Rate-selection ramp metering module.
* Automatic Calibration of Q-K Curve.
The use of Kronos as an operational decision support tool was also discussed as the major
direction for the future development.

116
 7. CONCLUSIONS AND FUTURE RESEARCH NEEDS

This study evaluated six widely available freeway simulation models using a
common data set. A systematic testing plan was developed with real and hypothetical data
to evaluate the quantitative as well as qualitative behavior of each model. A total of three
quantitative cases were developed with the real traffic data collected from the Twin Cities
freeway network, while six qualitative cases were developed using hypothetical data to
evaluate the conservation and spillback characteristics of each model.
Several problems have been identified in testing simulation models: First, there is a
lack of real data for diverse geometric and operational conditions. For example, the
weaving area of cloverleaf intersections usually did not have detectors. Further, the
freeway detectors located within the 1-94 eastbound construction zone were not
operational. In addition, vehicle classifications can not be determined from the detector
data and need to be collected manually. Also, the current configuration of the Twin Cities
detectors does not allow the measurement of speed. Secondly, there is a need for an
efficient procedure to check the validity of the real data. Finally, there is a strong need to
develop an automatic calibration procedure to determine the best set of the parameters for
each model for a given geometric and traffic conditions. In this research, the time
consuming trial-and-error method was used to calibrate each model, which makes the fair
comparison of each model very difficult.
In addition to evaluating the freeway models, a basic framework for an automatic
simulation environment was also developed in this research. The main objective of the
automatic simulation environment is to automate the time consuming input data
preparation process, so that traffic engineers can spend more time in analyzing data rather
than preparing input files for simulation. A prototype system using the GETRAM
software was also developed and the basic concept of automatic simulation was
demonstrated.
Future research needs include the development of a comprehensive data sets with
various geometric and traffic conditions including speed measurements, an efficient

117
procedure to test the quality of the data set, and an automatic model calibration system
that can deteimine the best set of the parameters for each model for a given geometric and
traffic conditions. Further, the automatic simulation system where data processing, input
file preparation and analysis of the data can be efficiently performed in an integrated
environment needs to be developed.

118
 References
1. FRESIM User Guide, Version 4.5. Federal Highway Administration, Wash. D.C.,
April 1994.

2. "Tutorial", Fresim Computer Simulation Package. Federal Highway

Administration, November 1994.

3. AIMSUN2 User's Manual. Universitat Politecnica de Catalunya, Barcelona,

Spain, December 1995.

4. Tedi: The Getram Editor User's Guide. Universitat Politecnica de Catalunya,

Barcelona, Spain, December 1995.

5. Barcelo, J., J.L. Ferrer and R. Grau. "AIMSUN2 and the GETRAM Simulation
Environment", Universitat Politecnica de Catalunya, Barcelona,
Spain, 1994.

6. Barcelo, J., J.L. Ferrer and R. Grau. "Microscopic Traffic Simulation for ATT
Systems Analysis", Universitat Politecnica de Catalunya, Barcelona,
Spain, 1996.

7. Van Aerde, M. INTEGRATION : A Model for Simulating IVHS in Integrated

Traffic Networks, User's Guide for Model Version 1.5e. Transportation
Systems Research Group, Queens University, Kingston, Ontario,
Canada, August 1994.

8. Van Aerde, M. INTEGRATION: An Overview of Traffic Simulation Features.

Department of Civil Engineering, Queens University, Kingston, Ontario,
Canada, 1996.

9. Van Aerde, M. QueensOD User's Guide for Model Version 1.2c. Transportation
Systems Research Group, Queens University, Kingston, Ontario,
Canada, August 1994.

10. Van Aerde, M. and Mark Baker. Weaving Capacity Sensitivity Analysis Using the
INTEGRATION Model. Queens University, Kingston, Ontario, Canada,
1996.

11. TRAF User Reference Guide, Publication No. FWHA-RD-92-060. Federal

Highway Administration, Wash. D.C., May 1992.

12. Payne, Harold J. "FREFLO: A Macroscopic Simulation Model of Freeway

Traffic". Transportation Research Record 722, 1979, pp.68-77.

119
13. Imada, Tsutomu and Adolf A. May. FRE08PE: A Freeway Corridor Simulation
and Ramp Metering Optimization Model. Institute of Transportation
Studies, University of California, Berkeley. June 1985.

14. KRONOS User's Guide. University of Minnesota, Minneapolis, Minnesota,

December 1994.

15. Michalopoulos, P. and Eil Kwon. "Macroscopic Simulation of Traffic Flows

in Complex Freeway Segments on a Personal Computer",
University of Minnesota, 1995.

16. McShane, William R. and Roger P. Roess. Traffic Engineering, Prentice Hall,
Englewood Cliffs, New Jersey, 1990.

120
 Appendix A

Quantitative Test Cases

1-494 Westbound Geometrics A-2

1-494 Westbound Mainline Volume and Occupancy Data A-8

1-494 Westbound Ramp Volume and Occupancy Data A-25

Calibrations for 1-494 WB South of the Twin Cities International A-34

Airport

Calibrations for 1-494 WB Through Southwest Minneapolis A-36

1-94 Eastbound Geometrics A-38

1-94 Eastbound Mainline Volume and Occupancy Data A-42

1-94 Eastbound Ramp Volume and Occupancy Data A-55

Calibrations for 1-94 EB During the University of Minnesota Ramp A-59

Construction

A-i
 TEST FREEWAY SECTION (1-494 Westbound, Minneapolis)

Capacity: 6900 vph Capacity: 6900 vph Capacity: 6900 vph Capacity: 11300 vph
Length: 1000 ft. 0.303 kmn Length: 250 ft. 0.076 km Length: 2530 ft. 0.767 km Length: 385 ft. 0.117 km
Ramp Cap: 1500 vph Ramp Cap: 4400 vph
R-Length: 1500 ft, 0.455 km R-Length: 3000 ft. 0.909 km
Minnesota River Bridge TH - 5
:
BEGIN TEST SEC. #1

. .-...-.... .
-. .-:. . . .-.-....
. - -:-(159.7) I. ... . . . . . .. . . . ... . .
:(1598)

(1 (95) )

<-2200-->
(ft)

Capacity: 11300 vph Capacity: 9200 vph Capacity: 9200 vph Capacity: 9200 vph
Length: 2780 ft. 0.842 km Length: 890 ft. 0.27 km Length: 400 ft. 0.121 km Length: 400 ft. 0.121 km
Cap After Trans: 9200 vph: Ramp Cap: 1500 vph Ramp Cap: 1500 vph
On-Length: 1100 ft. 0.333 km R-Length: 2000 ft, 0.606 km
Off-Length: 500 ft, 0.152 km 24th Avenue Exit
34th Avenue Entr.
h A E TH - 77 North Exit

93 ,.---
------------------ ------
----
--
--.---------------
----------
,,,-.-----~--- (1606) (163)
-------------^ 416.05------ r---------------------------------------------6---j)
-- -(1606)...................................................

(1602) k(1607), ------- - (1608)

;<---445 (ft)--->

Capacity: 6750 vph Capacity: 6750 vph Capacity: 6750 vph Capacity: 6750 vph
Length: 2330 ft. 0.706 k : Length: 600 ft. 0.182 km Length: 400 ft. 0.121 km Length: 450 ft. 0.136 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
24th Avenue Entr. R-Length; 1300 ft, 0.394 km On-Length: 800 ft. 0.242 kmn
SOf.L ength: 500 ft, 0.152 km

nq- in7 ' ' r• in__ TH. 77

(L609)n-. ....... ..... . .....- - ...- . .......
(1611)-....................
(1610) .........................
(1616)z1
r -- , --------------------- ------ .-------------- ) . 8.
-(1618) (1487)
6) 10 (-)-
-oo
(ft

A-2
 Capacity: 6750 vph Capacity: 9000 vph Capacity: 9000 vph Capacity 9000 vph
Length: 850 ft, 0.258 km Length: 390 ft. 0 118 km Length: 500 ft, 0.152 km Length: 200 ft. 0.061 km
Ramp Cap: 2200 vph Ramp Cap: 1500 vph
R-Length: 600 ft, 0.182 km R-Length: 600 ft, 0.182 km

TH - 77 South Entr. 12th Avenue Exit

(1619)
(1620)
MM-9 (998)

Capacity: 9000 vph Capacity: 9000 vph Capacily: 6750 vph Capacity: 6750 vph
Length: 1720 ft. 0.521 km Cap After Trans: 6300 vph Length: 300 ft. 0.091 km Length: 600 ft. 0.182 km
Length: 2410 ft. 0.73 km Ramp Cap: 1500 vph
R-Length: 700 ft. 0.212 km

Portland Ave Entr.

C-1QRi

- (889) .
--------------------------- -- . ./-----------
<---1655 (ft)----- - -- -

Capacity: 6750 vph Capacity: 6750 vph Capacity: 9000 vph Capacity: 9000 vph
Length: 300 ft, 0.091 km Length: 1800 ft, 0.545 km Length: 320 ft, 0.097 km Length: 200 ft. 0.061 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 1500 ft, 0.455 km R-Length: 1500 ft. 0.455 km
Nicollet Ave

____S)~._.___ _ (818) . --

(880---------- (o----------------------------
(879)
--------------
<-- - - - - - - - -

Capacity: 9000 vph Capacity: 6600 vph . Capacity: 6600 vph Capacity: 6600 vph
Length: 500 ft, 0.152 km Length: 1500 ft, 0.455 km Length: 740 ft, 0.224 km Length: 750 ft, 0.227 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 500 ft. 0.152 km On-Length: 950 ft, 0.288 km I - 35W North Exit
Lyndale Ave Off-Length: 1500 ft, 0.455 km
ng"-RA END TEST SEC: #1

(869)i
----------------- "------
-------- ----------------- --
(s72) (s ).... . (121)

'<--700 -- >

A-3t)

A-3
 Capacity: 6300 vph Capacity: 6300 vph Capacity: 8400 vph Capacity: 8400 vph
Length: 450 ft. 0 136 km Length: 830 ft. 0.252 km Length; 420 ft. 0.127 km Length: 600 fl. 0.182 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph Ramp Cap: 1500 vph
On-Length: 750 ft. 0.227 km R-Length: 600 ft. 0.182 km R-Length: 500 ft. 0.152 km
Off-Length: 750 ft. 0.227 km

I - 35W South Entr.

I -35W
:DS"119
. - - .- .... . - ..... . :465) i ..........
(466) u
.'(467)

(162) (104) (867) 7------------

(858)

-- 415 (ft)->

Capacity: 6900 vph Capacity: 8400 vph Capacity: 6300 vph Capacity: 8400 vph
Length. 1390 ft. 0.421 km Length: 600 ft. 0.182 km Length: 2340 ft. 0.709 kmi Length: 250 ft. 0.076 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-L
.nith snn n -242knm- RI .. It VI0- nAc
BEGIN TEST SEC. #2

I N Prin n fEnff Dr
_0n lJAFrance Avenue Exit

.(854) ................................ (841) ... -----

------------ -
(855) - *(844)
(856) (845)
-------- ---------------(830)
--
((t)

Capacity: 6300 vph Capacity: 8400 vph Capacity: 6300 vph Capacity: 6300 vph
Length: 1550 ft, 0.47 km Length: 400 ft. 0.121 km Length: 750 ft,0.227 km Length: 500 ft. 0.152 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 1500 ft, 0.455 km R-Length: 600 ft. 0.182 km

France Ave

..(826)........ -... - - - .- -- -
(827)
( 2 )- -. - - - --- -- ---- - ... ... ... .. ... .. ... ..

(829) (896)

K- 775 ( f)- >

Capacity: 6300 vph Capacity: 6300 vph Capacity: 4800 vph Capacity: 4800 vph
Length: 1925 ft. 0.583 km Length: 1185 ft. 0.359 km Length: 800 ft. 0.242 km Length: 400 ft. 0.121 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 500 ft. 0.152 km On-Length: 600 ft. 0.182 km
Off-Length: 500 ft. 0.152 km

TH - 100 North Exit TH - 100

T(833) . ------..........---- -. .............

( (17) --......... - -

<--910o-->
(ft)
ý<-400 (ft).!

A-4
 Capacity: 4800 vph Capacity: 4800 vph Capacity: 4400 vph Capacity: 4400 vph
Length. 810 ft. 0.245 km Length: 1015 ft, 0.308 km Length: 2805 ft, 0.85 km Length 2640 ft,8 km
Ramp Cap: 1500 vph
On-Length: 600 ft. 0.182 km
Off-Length: 500 ft. 0. 152 km E. Bush Lake Rd Exit
TH - 100 South Entr.
D.1
9-190 fMsI 191
QIfl TR.
---...-......-.....
-.... o-1- ...... 1..1...-....
-------.....--U-) .............
..808)
- (80L) 3 (1209) .
(809)n1 -- - (802) (1210)
0)(8
.... r0)
(806 ------- 814)
<-1320->
(M)
<---505 (ft)---
<--1400 (ft)-->

Capacity: 4400 vph Capacity: 4400 vph Capacity: 4400 vph Capacity: 6300 vph
Length: 2356 ft. 714 km Length: 290 ft. 0.088 km Length: 2450 ft. 0.742 ik Length: 1200 ft. 0.364 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 1500 ft, 0.455 km R-Length: 1500 ft. 0.455 km
TH- 169

.(1u_..........
TsR 481 ... : ............... .... fSj
. 48R
t4.)I__........... i _......................

-(2) ---------------
(1212),'.
(1212)7--- ....------.---.---.
----
--
(213)1
: -Q 41
14 -----------
(1215) I
- ****---*--- ----
1''6)------
(1216) ------ -
'<-1178->
(ft)

<-1225 (ft)->

Capacity: 6300 vph Capacity: 6300 vph Capacity: 4400 vph Capacity: 4400 vph
Length: 600 ft. 0.182 km Length: 1200 ft. 0.364 km Length: 3800 ft. 0.1.152 km Length: 250 ft. 0.076 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 500 ft. 0.152 km R-Length: 1500 ft. 0.455 km

Prairie Center Dry. Exit TH - 212 North Exit

. . . 417 .

(1218)Nr -
(12019) (1221)

(1220)

<--1900
(ft)-->
Capacity: 4400 vph Capacity: 4400 vph Capacity: 4400 vph Capacity: 6300 vph
Length: 1165 ft. 0.353 km Length: 730 ft 0.221 km Length: 1230 ft. 0.373 km Length: 724 ft. 0.219 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
On-Length: 1000 ft 0.303 km R-Length: 600 ft, 0.182 km
Off-Length: 500 ft. 0.152 kmn

TH - 5 West Entr.
TH - 212 Entr/ TH - 5 Exit
r,- 8
T'ns. 4R4 "

_ ' (1225)
(i22) -(1223) (1226)2

<---615 (ft)--->

A-5
 Capacity 6300 vph Capacity 6300 vph Capacity: 6300 vph Capacity: 6300 vph
Length: 500 ft, 0.152 km Length: 600 ft, 0 182 km Length: 950 ft, 0.288 km Cap After Trns: 4400 vph
Ramp Cap: 1500 vph Length: 600 ft, 0.182 km
Valley View Road Entr. R-Length: 600 ft, 0.182 km

f1q IRS
---------------------------------------------
n^I-2-^_-----_-------
...... .. ... ........... - . ..
-.
:
.......
(L228). . "....... .
(1229)
(r2 oy- - --
-- -
--------------
<--250--.
(1227)
(ft)

Capacity: 4400 vph Capacity: 4400 vph Capacity: 4400 vph Capacity: 4400 vph
Length: 4400 ft, 1.333 km Length: 400 ft, 0.121 km Length: 2250 f, 0.682 km Length: 600 ft 0.182 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 1500 ft, 0.455 km R-length: 1500 ft. 0.455 km
TH - 62

S(L231)n...-.. ----.....- ....... (1234)-.-.....

(1232)1

'<-2100---
'
(1233) ' (1235) I1 "
(1236)
(ft)

<---1125 (ft)--->

Capacity: 4400 vph Capacity: 4400 vph Capacity:4400 vph Capacity. 4400 vph
Length: 3998 ft, 1.212 kmn Length: 5000 ft, 1.515 km Length: 500 ft, 0.152 km Length: 1075 ft,0.326 km
Ramp Cap: 1500 vph
R-Length: 1500 ft, 0.455 km

TH - 7 East Exit
,n.•.4R 'n-. 11 _ ns- • .
. .....
.(1237)----- - (.84 . .....---------------. . . ...... . . 843 ............
(1238) --* --------*
1 (1841) --------------
*--*-*o 12 ------
(1844)k

Capacity: 4440 vph Capacity 4400 vph Capacity: 4400 vph Capacity- 4400 vph
Length: 400 ft, 0.121 km Length: 1170 ft, 0.355 km Length: 600 ft, 0.182 km Length: 3840 ft, 1.164 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
On-Length: 600 ft0.182 km R-Length: 500 ft, 0.152 km
Off-Length: 500 ft, 0.152 km:
TH - 7 West Entr.

S.....
......... l(8498)M

1---6-- ------------- -
(1845) (1846) A (1847)
;-1920->
TH - 7 Weave (t)

A-6
Capacity: 4400 vph Capacity: 4400 vph Capacity: 4400 vph Capacity: 4400 vph
Length: 500 ft, 0 152 km Length: 1040 ft, 0.315 km Length: 600 ft, 0 182 km Length: 4217 ft, 1.278 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 1500 ft, 0.455 km R-Length: 1500 11,0.455 km
Minnetonka Blvd.

DS ,514 TS q1•
---- -- 5-10)-------S-U54).N............-
(1852); : (1855) ]
(1850) 5 2 (1853)

<.--3300-->
(ft)
<-520 (ft)->

Capacity: 4400 vph Capacity: 4400 vph Capacity. 4400 vph Capacity: 4400 vph
Length: 3630 ft, 1.1 km Length: 500 ft, 0.152 km Length: 1035 ft, 0.314 km Length: 400 ft, 0.121km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 1500 ft,0.455 km On-Length: 600 ft, 0.182 km
END TEST SEC. #2 Off-Length: 500 ft, 0.152 km
I - 394 East Exit
ns- 516 ' ng-517 T-()4
856 . ........... .. . ... . . . . . . . . . . . . . . . (158) .
(1857) I ' (1859)
'(1649) ( 9 (1860) (1810)

(ft)
<-520 (ft)->

Capacity: 4400 vph Capacity: 6300 vph Capacity 6300 vph

Length: 1290 ft, 0.391 km Length: 500 ft, 0,152 km Length: 850 ft, 0.258 km
Ramp Cap: 1500 vph
R-Length: 600 ft, 0.182 km

I - 394 West Entr.

!35-518

.(1861) .....................................................
(1862)i
(1863)
<--645--
(ft)

A-7
 DETECTOR STATION 505 DETECTOR STATION 506

letector 1597 detector 1598 detector 1599 detector 1603 detector 1604 detector 1605

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 696 5 1068 7 1680 9 636 4 900 6 936 6

7:05 732 5 1068 6 1584 9 624 5 504 3 1272 8
7:10 708 5 1140 7 1428 7 432 3 624 4 1152 7
7:15 672 5 1188 7 1776 9 396 3 756 5 1236 9
7:20 768 6 1260 8 1932 11 420 2 624 3 1260 9
7:25 936 6 1356 9 2268 12 816 6 576 4 1476 10
7:30 996 6 1440 10 2268 12 552 3 480 3 1524 10
7:35 1200 8 1608 10 2112 12 864 6 468 2 1620 11
7:40 840 5 1392 8 1992 11 552 4 516 4 1440 9
7:45 984 6 1260 7 1968 11 672 5 552 3 1356 9
7:50 1188 8 1308 9 2280 13 900 6 636 4 1584 11
7:55 1068 6 1380 8 1788 10 1080 8 660 4 1572 10
8:00 1032 6 1344 8 1692 9 1104 8 636 4 1500 10
8:05 828 5 1092 7 1440 8 1032 7 576 4 1044 7
8:10 744 4 1056 7 1644 9 900 7 528 3 1008 6
8:15 672 4 972 6 1248 6 684 4 456 2 1080 7
8:20 672 4 1224 7 1608 8 708 5 444 3 1092 7
8:25 720 4 1056 8 1536 8 852 6 276 1 1032 7
8:30 624 4 1236 S 1476 7 564 4 684 4 1068 7
8:35 720 5 1032 6 1068 6 648 4 588 4 1128 7
8:40 588 4 876 6 1092 6 660 5 492 3 1008 6
8:45 636 5 1044 8 1176 6 660 5 672 5 1080 8
8:50 636 4 1176 7 948 5 660 4 696 5 888 5
8:55 624 5 924 6 900 5 588 4 552 4 1104 8
9:00 528 4 1008 7 1044 6 672 5 504 3 1044 7
9:05 492 4 840 6 804 4 672 4 660 4 840 6
9:10 564 4 876 6 684 4 600 4 636 4 1020 7
9:15 396 3 888 6 684 3 444 3 612 4 768 5
9:2C 468 3 804 7 648 3 372 2 576 4 780 6
9:25 516 4 720 4 708 4 600 4 540 3 684 4
9:3C 456 3 816 5 456 2 468 3 600 4 756 5
9:35 504 4 708 5 564 3 528 3 516 3 720 5
9:4C 540 4 780 1 816 5 456 3 624 4 828 6
9:45 480 3 924 684 3 492 3 696 4 816 5
9:5C 456 3 816 ' 528 2 504 3 588 3 720 4
9:55 504 4 732 ( 576 3 408 3 468 3 768 5
10:0( 588 4 852 1 708 4 708 5 480 3 732 5

A-8
 DETECTOR STATION 506 DETECTOR STATION 507

detector 1606 detector 1607 detector 1609 detector 1610 detector 1611

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 1380 9 1704 10 1512 11 1404 10 1812 11

7:05 1188 8 1776 10 1512 10 1296 9 1812 11
7:10 1248 8 1560 9 1428 10 1272 9 1560 9
7:15 1344 8 1668 10 1440 10 1476 10 1596 9
7:20 1584 11 2004 12 1404 10 1560 11 2088 12
7:25 1764 12 2196 13 1728 . 13 1656 13 2172 14
7:30 1644 12 2184 13 1944 13 1704 13 2196 14
7:35 1728 11 2208 14 1836 13 1812 13 2064 13
7:40 1596 10 1980 12 1800 12 1644 12 1980 12
7:45 1632 10 1980 12 1560 11 1644 12 1968 13
7:50 1560 10 1980 13 2064 16 1584 13 1872 13
7:55 1572 10 1776 11 1836 16 1548 13 1800 13
8:00 1416 10 1620 10 1572 32 1464 25 1392 30
8:05 1308 9 1404 8 1668 17 1356 11 1548 10
8:10 1188 8 1488 9 1404 9 1128 7 1440 8
8:15 1152 7 1248 7 1308 8 1140 8 1368 7
8:20 1296 8 1464 8 1380 9 1248 8 1404 8
8:25 1248 9 1716 10 1272 8 1320 9 1704 9
8:30 1428 10 1284 7 1308 9 1368 9 1512 8
8:35 1068 7 1164 6 1236 8 1260 9 1176 6
8:40 1140 8 1080 6 1272 8 1116 8 1080 6
8:45 1164 9 1320 8 1128 8 1416 12 1332 8
8:50 1140 7 1140 6 1104 7 1140 7 1200 7
8:55 1176 8 1044 6 1260 10 1188 9 1200 7
9:00 1092 8 1176 7 1392 10 1116 9 972 6
9:05 1008 6 816 5 1104 9 1044 7 924 5
9:10 900 6 624 4 1284 10 1044 7 648 4
9:15 900 6 600 3 1080 8 864 6 492 2
9:20 948 9 648 4 1032 8 1008 9 792 4
9:25 792 5 612 3 840 6 996 .7 540 3
9:30 900 6 480 2 996 7 888 6 540 3
9:35 732 5 612 3 744 5 852 6 636 4
9:40 840 7 744 4 960 7 852 7 720 4
9:45 852 5 672 3 984 7 996 7 660 3
9:50 756 5 636 3 900 5 924 6 624 3
9:55 792 6 588 3 960 7 840 6 600 3
10:00 888 7 576 3 876 6 876 7 528 3

A-9
 DETECTOR STATION 508 DETECTOR STATION 181

letector 1615 detector 1616 letector 1617 detector 888 detector 889 detector 890

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 1680 12 1344 9 1896 11 1572 9 1800 10 2016 9

7:05 1248 8 1416 9 1620 9 1668 10 1920 10 2316 11
7:10 1644 12 1440 10 1584 9 1404 7 1764 9 1932 9
7:15 1476 11 1776 13 2088 12 1500 8 1884 10 1884 9
7:20 1692 14 1728 13 2220 14 1668 9 2124 12 2304 12
7:25 2028 14 1728 13 2184 13 1884 13 1956 13 2448 15
7:30 1944 15 1788 14 2112 15 2064 24 1740 18 2136 18
7:35 1884 16 1752 16 1956 16 2028 18 1956 16 2160 15
7:40 1824 16 1620 16 1992 22 1836 19 1728 18 1884 21
7:45 2028 18 1668 14 1836 14 1956 20 1932 19 2124 19
7:50 1920 27 1536 19 1776 16 1884 24 1656 20 1824 24
7:55 1680 27 1488 35 1296 3C 1884 19 1752 23 1836 18
8:00 1764 17 1608 16 1572 17 1884 19 1752 23 1836 18
8:05 1572 11 1284 8 1524 c 1740 28 1536 23 1668 26
8:10 1332 c 1224 9 1440 7 1752 19 1728 18 1884 19
8:15 1368 10 1392 9 1488 8 1752 17 1548 15 1572 17
8:20 1284 8 1452 10 1704 c 1608 9 1680 10 1896 9
8:25 1404 c 1416 9 1572 8 1416 8 1644 9 1812 9
8:30 1236 E 1320 8 1152 ( 1464 7 1740 10 1944 9
8:35 1284 8 1284 9 1200 1 1416 7 1644 9 1752 8
8:40 1356 1C 1548 11 1380 1404 7 1500 8 1524 7
8:45 1356 9 1332 9 1284 7 1512 8 1872 11 1848 8
8:50 1368 11 1308 C1 1272 1 1668 10 1812 12 1956 11
8:55 1560 11 1116 8 1080 ( 1536 9 1740 10 1704 8
9:00 1296 1C 1272 c 984 ( 1368 8 1428 8 1416 7
9:05 1224 1236 8 684 1308 8 1476 8 1344 6
9:1C 1272 9 1092 E 528 : 1092 6 1392 7 1032 5
9:15 1068 G 1128 c 852 1188 6 1248 6 780 3
9:2C 888 ( 1092 576 1296 7 1272 8 1056 5
9:25 1104 1 1044 612 1236 7 1236 7 888 4
9:3C 1020 960 1 576 1152 6 1416 7 780 3
9:3, 1020 960 828 1224 6 1224 6 684 3
9:4C 1128 1164 I 768 1212 6 1236 7 972 4
9:4f 1044 1032 ( 660 1368 7 1380 8 1104 5
9:5( 1128 , 1008 684 1236 6 1356 7 804 3
9:56 1092 1032 516 1236 6 1164 6 972 4

10:0( 1068 840 ( 444 1308 6 1308 7 816 3

A-10
 DETECTOR STATION 182 DETECTOR STATION 183

detector 878 detector 879 detector 880 detector 868 detector 869 detector 870

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 1848 6 1608 8 2160 15 1644 13 2064 18 2220 18

7:05 1968 7 1212 6 2280 14 1212 10 1944 16 2160 17
7:10 1884 7 1152 5 2076 12 1200 9 1740 14 2208 16
7:15 1800 6 1356 6 2076 12 1332 9 1920 16 1992 14
7:20 1968 7 1488 7 2328 15 1416 12 1776 16 2220 18
7:25 1992 7 1524 9 2280 16 1488 14 1944 23 2268 24
7:30 1920 7 1908 11 2232 15 1512 17 1968 27 2268 32
7:35 1860 6 1776 11 2040 22 1656 17 1776 24 2004 28
7:40 1884 7 1704 10 2088 16 1692 20 1764 29 1992 31
7:45 1812 6 1656 13 1968 29 1464 18 1776 36 1920 31
7:50 1344 5 1680 18 1380 40 1608 24 1296 44 1536 39
7:55 1728 6 1836 13 1788 28 1764 23 1668 35 1824 36
8:00 1776 6 1740 13 1896 23 1524 25 1428 44 1608 42
8:05 1476 5 1584 18 1560 39 1608 27 1620 33 1884 33
8:10 1716 6 1644 14 1860 25 1596 26 1572 41 1896 35
8:15 1680 6 1644 12 1776 25 1440 32 1716 38 1740 36
8:20 1632 6 1536 11 1668 33 1596 22 1560 37 1764 32
8:25 1512 5 1692 11 1788 22 1644 20 1608 37 1920 33
8:30 1776 6 1440 7 1920 13 1584 22 1620 34 2004 34
8:35 1572 5 1356 6 1956 11 1320 14 1740 24 1968 25
8:40 1452 5 1200 5 1476 8 1116 8 1560 12 1500 11
8:45 1680 6 1320 6 1968 11 1236 9 1752 14 1908 13
8:50 1836 6 1644 2208 15 1620 16 1800 21 2160 25
8:55 1668 6 1524 9 1824 20 1356 22 1296 40 1416 42
9:00 1428 5 1464 14 1524 17 1500 27 1452 33 1548 28
9:05 1620 6 1236 6 1596 10 1548 19 1668 22 1752 20
9:10 1260 4 1116 5 1068 6 984 7 1176 8 1044 8
9:15 1248 4 1044 4 924 5 1272 9 1236 9 1080 7
9:20 1260 4 1212 5 1176 7 1272 9 1248 10 1020 7
9:25 1212 4 1080 5 972 5 1332 10 1200 10 1152 8
9:30 1392 5 936 4 1116 6 1176 9 1332 9 1056 7
9:35 1344 5 996 4 720 4 1032 7 1488 11 900 6
9:40 1332 5 1032 6 1104 6 1260 10 1428 12 1068 7
9:45 1488 5 1332 6 1164 7 1356 11 1416 12 1236 8
9:50 1284 4 1200 £ 936 4 1236 8 1356 10 900 5
9:55 1284 4 1116 £ 984 c 1164 9 1272 9 1068 6
10:00 1248 4 1128 £ 948 5 1188 9 1212 10 936 5

A-11
 DETECTOR STATION 119 DETECTOR STATION 185

detector 465 letector 466 letector 467 detector 854 detector 855 detector 856

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 2100 19 2004 14 2388 15 2028 16 2232 15 2364 14

7:05 2040 20 2076 17 2268 18 1956 15 2124 14 2544 15
7:10 2004 18 2112 15 2244 14 1824 13 1992 12 2172 11
7:15 1860 16 2040 13 1968 11 1860 14 1800 11 2376 13
7:20 1944 19 1932 14 2364 15 2124 16 2052 14 2292 13
7:25 2196 21 2004 20 2304 18 1968 1.6 2232 15 2340 14
7:30 2016 26 2004 20 2316 21 1860 14 2040 14 2340 14
7:35 1956 21 2052 20 2184 16 1824 17 2016 19 2304 18
7:4C 2064 24 2112 20 2184 17 1968 33 1752 32 1896 27
7:45 1740 26 1800 29 1836 25 1968 24 1980 22 2052 19
7:5C 1824 28 2052 30 2052 22 1872 31 1704 30 1920 28
7:55 1812 33 1956 23 2076 2C 1848 28 1836 24 2040 24
8:OC 1524 31 1704 31 1812 25 1836 26 2016 25 2112 20
8:05 1824 31 1956 24 2028 15 2052 26 1956 20 2232 18
8:1C 1644 31 1920 26 2196 21 1560 22 1728 19 1992 17
8:15 1656 33 1980 25 2124 24 1944 28 1860 20 2160 17
8:2C 1644 34 1656 33 1968 24 2064 20 1980 18 2220 16
8:25 1764 23 1956 22 2100 15 1872 32 1932 26 2292 21
8:3C 1872 27 1884 26 2196 21 1848 31 1860 25 2292 23
8:35 1812 2E 1884 23 2148 11 1908 24 1920 26 2220 20
8:4( 1800 24 1920 19 1812 12 1716 13 1968 13 2112 12
8:45 1692 16 1860 14 1956 1: 1872 14 2040 13 2232 12
8:5C 1776 2C 2028 17 1980 14 1764 13 1800 12 1920 11
8:5r 1764 117 1608 11 1512 1788 13 1644 10 1836 11
9:0( 1992 2( 1656 15 1836 1: 1692 13 1692 11 2040 12
9:0V 1656 1i 1860 16 2004 1l 1560 12 1716 10 1656 9
9:1( 1452 1i 1464 1C 1260 7 1212 8 1356 7 1332 6
9:15 1476 13 1212 E 1284 f 1164 9 1500 9 1152 6
9:2( 1320 11 1392 8 1080 ( 1272 9 1596 10 1320 7
9:27 1428 12 1488 1C 1116 ( 1284 9 1452 8 1260 6
9:3( 1488 13 1440 8 1224 ( 1404 10 1644 9 1152 6
c
9:31 1212 11 1548 1152 ( 1104 8 1632 10 1308 6
9:44 1404 1. 1500 1( 1236 I 1272 8 1740 10 1548 7
9:44 1380 1: 1404 1476 1164 8 1440 8 1284 6
9:5( 1248 1( 1440 < 1056 ! 1536 10 1512 8 1152 5
9:50 1380 1 1536 c 1128 i 1284 8 1524 9 1092 5
10:0( 1392 1 1320 1( 1056 1260 8 1536 9 1224 6

A-12
 DETECTOR STATION 186 DETECTOR STATION 187

detector 843 letector 844 detector 845 detector 826 detector 827 detector 828

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 2220 16 2040 15I 2328 17 1164 6 1860 12 2280 14

7:05 2208 17 2184 15 2328 17 1380 8 1860 14 2340 21
7:10 2196 16 1920 14 2148 14 1224 8 1896 16 2256 17
7:15 1980 15 1944 13 2316 15 1344 7 1668 10 2148 12
7:20 2304 18 1932 15 2412 17 1404 8 1836 13 2256 15
7:25 2388 19 1992 15 2400 18 1392 8 1944 16 2268 20
7:30 2220 21 1980 18 2232 19 1548 10 1764 18 1932 18
7:35 2112 23 1932 20 1980 26 1404 11 1764 18 1956 22
7:40 2208 21 1956 17 2064 18 1380 11 1824 22 2016 20
7:45 2076 19 1884 17 2136 20 1200 8 1776 24 1848 23
7:50 2112 24 1740 21 1764 29 1380 10 1668 25 1860 22
7:55 2244 19 1848 15 2016 16 1608 17 1572 17 1848 27
8:00 2016 25 1980 23 2064 25 1476 14 1668 18 1884 27
8:05 2328 26 1920 20 2196 23 1476 14 1716 20 1824 28
8:10 1920 26 1512 25 1968 27 1620 12 1608 16 1980 14
8:15 2232 19 1872 15 2148 16 1272 7 1812 11 2088 11
8:20 2268 20 1980 17 2148 17 1296 7 1800 12 2112 13
8:25 2076 18 1920 16 2196 16 1416 7 1752 11 1920 10
8:30 2148 20 1860 15 2196 16 1392 7 1680 11 2016 11
8:35 2256 19 1920 16 2376 17 1428 8 1620 9 2088 11
8:4C 2172 17 1764 14 2112 14 1140 6 1668 10 2028 11
8:45 2232 16 1836 14 2160 14 1020 5 1848 11 2076 10
8:50 2148 16 1740 12 2040 12 1020 5 1788 10 1896 10
8:55 1884 14 1728 12 1680 11 804 4 1692 9 1512 8
9:OC 1908 15 1656 13 1872 12 924 5 1680 10 1716 9
9:05 2004 15 1572 11 1704 11 852 4 1728 10 1572 8
9:1C 1368 1C 1344 9 1296 E 804 4 1428 7 1152 6
9:15 1332 10 1320 9 1092 6 708 3 1212 7 1116 5
9:2C 1512 1C 1392 11 1428 9 564 2 1428 8 1416 8
9:25 1560 11 1428 9 1212 7 864 4 1308 7 1080 5
9:3C 1560 11 1536 10 1296 E 660 3 1416 8 1332 7
9:35 1524 1C 1308 9 1272 7 600 3 1404 8 1260 6
9:40 1596 11 1596 11 1368 S 708 3 1500 9 1332 7
9:45 1368 1C 1344 9 1236 7 792 4 1380 8 1104 5
9:50 1812 13 1308 8 1320 1 696 3 1344 7 1092 5
9:55 1632 1: 1428 10 1116 ( 588 3 1356 8 1032 4
10:0( 1560 1C 1344 9 1152 1 636 3 1356 7 1044 6

A-13
 DETECTOR STATION 188 DETECTOR STATION 189

letector 831 etector 832 etector 833 etector 815 letector 816

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 1368 9 2208 22 1836 17 1872 12 2256 13

7:05 1284 8 2352 18 2100 18 2136 15 2376 14
7:10 1548 11 2304 17 1956 16 2112 15 2352 14
7:15 1596 10 2316 17 1776 15 1860 13 2352 15
7:20 1632 13 2088 20 1872 18 1836 13 2316 14
7:25 1608 11 2148 24 2052 22 1968 14 2304 14
7:30 1668 12 2148 19 2016 21 1992 14 2328 14
7:35 1560 11 2100 19 2064 22 2088 17 2256 15
7:40 1428 11 2124 22 1980 23 2028 18 2316 17
7:45 1524 12 1992 24 1944 26 2124 20 2184 18
7:50 1440 1C 2172 21 1968 22 1944 16 2376 18
7:55 1644 14 2040 25 1728 24 1824 20 2304 21
8:00 1488 12 2016 22 1848 27 1992 19 2100 16
8:05 1752 le 2016 24 1872 27 2040 18 2268 17
8:10 1836 1E 2172 21 1908 24 2148 18 2280 14
8:15 1656 1: 2208 17 1944 18 2076 20 2280 17
8:20 1416 1( 2124 19 2016 23 2040 17 2208 14
8:25 1764 1l 2064 19 1800 23 1884 15 2268 14
8:30 1632 1( 2160 1E 1860 17 2004 15 2292 1l
8:35 1620 9 2076 11 1884 12 1848 12 2076 11
8:4C 1452 2076 11 1920 12 1896 11 1968
8:45 1404 1968 1( 1908 12 1992 13 2184
8:5C 1368 2088 11 1800 11 1812 11 2064
8:55 1212 ( 1524 1740 10 1656 9 1664 1(
9:OC 1188 1776 9 1800 12 1836 12 1834
9:05 1332 1728 c 1680 11 1752 11 186( 1
9:1C 1140 1380 7 1632 1C 150w 9 1452
9:1E 1020 1236 ( 1416 I 1416 8 1308
9:2( 924 1404 1488 9 153E < 138(
9:24 1140 1224 ( 1332 7 1464 4 120( E
9:3( 1056 1380 1572 ! 1548 c
< 168(
9:3! 888 1332 1536 9 1572 I 1404
9:4( 1032 1368 1452 ! 1474 133:
1 1464 1294 1361
9:4 1020 1272 €
9:5( 1092 1104 1368 1 1464 121:
9:54 1020 1080 1416 134 120(

10:0( 1044 948 1452 136 1111

A-14
 DETECTOR STATION 190 DETECTOR STATION 191

detector 808 detector 809 detector 810 detector 801 detector 802

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 456 2 1488 9 2352 12 1632 11 2256 12

7:05 504 2 1596 10 2460 13 1632 10 2328 12
7:10 468 2 1608 10 2376 12 1596 11 2352 12
7:15 468 2 1608 10 2376 12 1680 12 2292 12
7:20 576 3 1416 9 2328 12 1632 11 2304 12
7:25 504 3 1836 11 2388 13 1524 10 2148 10
7:30 504 3 1836 11 2388 13 1980 14 2232 12
7:35 456 2 1728 11 2376 13 1728 11 2232 11
7:40 492 2 1764 12 2424 14 1800 13 2280 12
7:45 492 2 1764 12 2424 14 1884 12 2280 11
7:50 396 2 1776 11 2472 14 1908 14 2292 13
7:55 504 3 1668 11 2364 14 1920 12 2328 12
8:00 672 4 1560 10 2316 13 1812 12 2256 12
8:05 756 4 1584 11 2220 12 1740 11 2268 11
8:10 756 4 1584 11 2220 12 1848 13 2112 11
8:15 564 3 1500 10 2412 14 1656 11 1932 9
8:20 576 3 1572 10 2196 11 1596 11 2316 12
8:25 576 3 1572 10 2196 11 1680 12 2100 10
8:30 732 4 1368 9 2040 11 1440 10 1836 9
8:35 384 1 1428 9 2028 10 1584 12 2172 10
8:40 480 2 1308 8 1980 10 1500 11 1944 9
8:45 480 2 1308 8 1980 10 1440 10 1884 9
8:50 504 2 1500 9 2268 12 1488 12 2028 9
8:55 444 2 1464 9 2016 10 1656 12 1824 9
9:00 360 1 1452 8 1776 8 1524 11 1596 7
9:05 276 1 1380 8 1800 9 1392 10 1620 8
9:10 420 2 1272 8 2004 11 1488 11 1716 9
9:15 288 1 1356 7 1620 8 1464 10 1584 8
9:20 384 2 1140 6 1428 7 1200 8 1344 6
9:25 252 1 1212 8 1500 7 1188 9 1224 6
9:30 408 2 1008 5 1284 6 1020 7 1308 7
9:35 252 1 1272 8 1668 8 1284 9 1524 7
9:40 216 1 1308 8 1572 7 1488 10 1392 7
9:45 264 1 1332 8 1440 7 1200 9 1440 7
9:50 240 1 1128 7 1548 7 1296 9 1476 7
9:55 288 1 1068 6 1380 6 1224 8 1284 6
10:00 336 1 1248 7 1380 6 1332 9 1152 5

A-15
 DETECTOR STATION 480 DETECTOR STATION 481

etector 1209 letector 1210 letector 1211 etector 1212

TIME VOL OCC VOL OCC VOL oCC VOL OCC

7:00 1704 13 2208 16 2148 18 1812 13

-
7:05 1800 15 2040 15 1896 15 1776 12
7:10 1788 14 2268 16 1992 15 2160 15
7:15 1800 15 2160 15 2016 18 1824 12
7:20 1608 13 2040 14 1884 16 1836 12
7:25 2028 17 2088 15 2184 18 1896 12
7:30 1896 15 2220 15 2112 18 2064 14
7:35 1836 17 2052 15 2040 19 186C 13
7:40 2052 16 2136 16 2232 18 1944 13
7:45 2052 18 2208 16 2208 18 2076 14
7:50 1944 15 228C 16 2196 17 1956 13
7:55 1932 15 2124 15 2220 19 1908 13
8:00 1860 15 2112 15 2184 19 1848 12
8:05 1896 16 2112 15 2148 15 1778 12
8:10 1728 14 1848 1: 1968 15 168( 11
8:15 1788 15 2004 14 2064 17 168( 11
8:20 1728 15 2076 2076 18 180( 11
11 9
8:25 1596 14 168( 1956 16 1392
11
8:3C 1800 16 201 192C 11 168( 11
8:38 1644 13 183( 201 16 165( 11
8:4C 1656 14 163; 14
1' 1788 if1139: 9
1:
8:45 1692 14 183( 1884 15 169: 11
8:5C 1704 1' 186( 1992
17 156( 1(
8:55 1572 11 151; 180( 1344
15
1'
9:0( 1596 1404 186( 120(
1:
9:0m 1548 1601 165( 14 136E I
9:1( 1548 1:
1' 135E 14 183( 14 1181
9:1, 1332 11 135e 156( 110
9:2(
9:2 1
1284
1174
1(
1:
102(
122
1c 1544
147(
1:
1:
90(
90( c
1I
1
1:
9:3( 145: 126C 165E 114
9:3 146& 132C 157: 116
1'
9:44 132( 1
1' 128 1 1501 1181
9:4, 138( 139, 154E 127
9:5, 1421 1 105( 1474 1'
1I 90
9:54 139; 108( 159f 1I 80
10:01 132( 99 151: 92

A-16
 DETECTOR STATION 482 DETECTOR STATION 483

detector 1214 detector 1215 detector 1217 detector 1218

TIME VOL OCC VOL OCC VOL OCC VOL OCC

7:00 1224 4 1320 4 1092 8 948 6

7:05 1116 4 1392 5 924 6 900 6
7:10 1428 5 1500 5 1044 7 1032 6
7:15 1272 4 1416 5 1056 8 1080 7
7:20 1092 4 1332 5 '1044 8 1056 6
7:25 1284 4 1248 4 876 6 960 6
7:30 1152 4 1524 5 1104 7 1032 6
7:35 1200 4 1380 5 936 7 1080 6
7:40 1236 4 1368 5 1020 7 1008 6
7:45 1236 4 1524 5 1008 7 1152 7
7:50 1344 5 1332 5 972 6 1104 7
7:55 1116 4 1368 5 912 6 1080 6
8:00 1284 4, 1260 4 816 5 1008 6
8:05 1152 4 1092 4 876 6 900 5
8:10 1116 4 1176 4 888 6 864 5
8:15 1128 4 1212 4 828 6 960 6
8:20 1344 5 1188 4 996 7 816 5
8:25 1032 3 1116 4 996 8 912 5
8:30 1032 3 1056 4 828 6 720 4
8:35 1188 4 1152 4 972 7 864 5
8:40 1080 4 1044 3 960 7 804 5
8:45 1116 4 1272 4 984 8 1020 7
8:50 1092 4 1188 4 996 7 960 6
8:55 1092 4 888 3 888 6 600 4
9:00 1032 3 744 2 744 5 576 3
9:05 1092 4 924 3 804 6 504 3
9:10 1080 4 936 3 852 6 660 5
9:15 888 3 840 3 780 5 456 3
9:20 888 3 612 2 816 7 468 3
9:25 888 3 708 2 828 7 588 4
9:30 924 3 840 3 732 5 480 3
9:35 948 3 948 3 828 6 648 4
9:40 948 3 840 3 768 5 708 5
9:45 1044 3 1032 3 960 8 732 5
9:50 948 3 744 2 780 6 528 3
9:55 816 3 516 1 732 5 348 2
10:00 900 3 624 2 648 5 408 2

A-17
 DETECTOR STATION 484 DETECTOR STATION 485

detector 1224 letector 1225 detector 1228 letector 1229 detector 1230

TIME VOL oCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 648 6 828 6 12 0 624 5 768 5

7:05 600 5 732 5 36 0 588 5 672 4
7:10 576 5 852 6 12 0 768 6 696 5
7:15 708 6 1116 8 24 0 828 7 984 7
7:20 708 S7 972 7 60 0 624 6 936 6
7:25 588 5 984 7 24 0 792 6 912 6
7:30 540 4 912 6 0 0 588 4 828 5
7:35 792 7 1128 8 48 0 888 7 1008 7
7:40 696 7 1056 8 36 0 780 7 1020 7
7:45 828 7 1140 8 36 0 912 7 1020 7
7:50 804 7 1176 - 9 12 0 864 7 1056 7
7:55 732 6 1044 7 36 0 708 6 996 7
8:00 696 6 864 6 0 C 720 6 960 6
8:05 576 5 912 6 12 0 732 6 756 5
8:10 600 5 876 6 48 C 660 5 768 5
8:15 516 5 852 6 72 C 696 6 756 5
8:20 636 5 840 6 108 1 720 6 864 6
8:25 708 7 960 6 72 C 768 7 852 5
8:30 576 6 732 5 48 C 660 6 648 4
8:35 600 5 816 72 C 624 5 804 6
8:40 624 7 840 84 C 720 7 744 5
8:45 672 7 768 6 72 C 804 8 624 5
7
8:50 720 6 1032 24 C 828 7 876 6
4
8:55 564 5 564 48 C 672 6 492 4
9:00 612 7 588 72 C 684 6 480 3
9:05 516 5 34E 2 72 C 540 5 348 2
9:1C 624 5 576 i 24 ( 672 6 480 4
9:15 564 5 468 24 C 528 5 456 3
9:2C 516 4 492 5
(
36 ( 528 4 456 3
9:25 684 7 528 A
2 672 6 420 3
C 432 564 5 492
9:3C 504 4
9:35 644 6 708 684 1 6 624 4
9:4C 624 54( %W 24 ( 636 5 540 4
9:4f 66C 1
7i 67; 84 1 660 7 600 5
9:5C 624 54( 60 ( 648 6 492
9:5r 576 iI 346 96 ' 636 ( 324
10:0( 48C 26• 48 ( 540 £ 228 1

A-18
 DETECTOR STATION 486 DETECTOR STATION 487

detector 1231 detector 1232 detector 1234 detector 1235

TIME VOL OCC VOL OCC VOL OCC VOL OCC

7:00 936 7 816 5 564 5 924 7

7:05 960 7 624 4 708 6 804 6
7:10 1032 7 936 5 588 5 780 6
7:15 1104 8 1020 6 672 5 828 6
7:20 1080 8 1152 7 720 8 1236 9
7:25 1164 8 1092 6 720 8 1236 9
7:30 1152 8 1008 6 804 7 1056 8
7:35 1404 10 1080 6 804 7 1056 8
7:40 1380 10 1128 7 924 8 1224 9
7:45 1380 9 1392 8 888 7 1524 11
7:50 1356 9 1272 7 924 8 1812 14
7:55 1320 9 1260 7 804 7 1320 10
8:00 1200 8 1164 7 636 6 1176 9
8:05 1308 9 1164 7 756 7 1320 10
8:10 1092 7 900 5 660 6 948 7
8:15 1176 8 852 5 660 6 948 7
8:20 1164 9 984 6 804 7 948 7
8:25 1140 8 816 4 804 7 1044 8
8:30 936 7 792 4 756 7 840 6
8:35 1044 8 852 5 720 7 756 5
8:40 1104 10 792 4 720 7 756 5
8:45 1092 9 708 5 780 8 828 6
8:50 1128 8 924 5 924 8 924 7
8:55 912 7 612 4 924 8 924 7
9:00 912 7 540 3 660 7 492 3
9:05 756 6 396 2 672 7 516 4
9:10 996 8 624 4 624 7 552 4
9:15 792 6 456 2 648 7 624 5
9:20 852 6 540 3 588 5 504 4
9:25 840 7 468 3 648 6 480 4
9:30 792 7 552 3 648 6 480 4
9:35 888 7 636 3 612 7 672 5
9:40 792 6 576 3 708 6 516 4
9:45 936 8 612 4 744 7 684 5
9:50 804 6 528 3 588 6 468 4
9:55 948 7 336 2 672 7 708 5
10:00 648 5 276 1 672 6 516 3

A-19
 DETECTOR STATION 488 DETECTOR STATION 511

etector 1237 etector 1238 detector 1840 detector 1841

TIME VOL OCC VOL OCC VOL OCC VOL OCC

7:00 924 7 996 6 936 5 960 4

7:05 900 6 840 5 1020 5 804 3
7:10 1020 7 984 6 1020 5 996 4
7:15 972 7 1236 7 1080 5 1104 4
7:20 1212 * 9 1464 S 1260 6 1344 5
7:25 996 66 1380 8 1032 5 1356 5
79 1464 8 1080 5 1380 6
7:30 1020
9
7:35 1296 1800 11 1284 6 1608 6
7:40 1140 1476 1224 7 1404 6
9 14
7:45 1308 9 186C 1308 7 1716 7
9 2352 11 1428 8 2124 9
7:50 1320
7:55 1320 9 1836 1344 7 1740 7
8:00 1092 7 1512 1188 6 1536 6
8:05 1140 8 1584 11 1164 6 1368 5
8:10 1008 7 1368 I 1152 6 1212 5
8:15 1152 8 1224 1212 6 1368 5
8:20 1236 S 1664 1 1368 7 1368 6
8:25 1104 E8 1524 1140 6 1476 6
8:30 1032 1188 1104 6 1068 4
.7
8:35 936 1I 1044 1008 5 972 4
8:40 1056 < 114( 1248 7 960 4
I
8:45 1064 ! 118E 1212 6 1224 6
8:50 121: 140 1212 7 1272 6
8:55 105( 108C 1116 6 1152 5
9:00 96( 78C 948 5 876 4
9:05 924 781 900 5 780 3
9:10 884 61: 960 5 588 2
9:15 96( 76 1056 7 780 3
9:20 80N 56 888 5 504 2
9:25 87( 68 852 5 636 2
9:30 82E 63 924 5 624 2
9:35 82f 76 1032 5 576 2
9:40 115: 97 1044 6 900 3
9:45 76 66 780 4 516 2
9:50 102( 102 1212 6 996 4
9:55 87 75 984 5 672 2
55 936 4 396 1
10:00 92

A-20
 DETECTOR STATION 512 DETECTOR STATION 513

detector 1849
detector 1843 detector 1844 letector 1848 detector 1849

TIME VOL OCC VOL OCC VOL OCC VOL OCC

7:00 636 5 1116 8 1272 9 1320 9

7:05 528 4 1200 8 1332 9 1380 10
7:10 444 4 1248 8 1452 10 1296 9
7:15 672 5 1416 9 1380 9 1476 10
7:20 744 7 1752 12 1692 13 1944 14
7:25 684 6 1764 12 1560 12 1812 12
7:30 804 7 1548 10 1596 12 1716 12
7:35 816 7 1824 12 1584 11 1848 12
7:40 864 7 1668 11 1632 12 1908 13
7:45 1008 9 2052 15 1752 13 2172 15
7:50 1056 9 2256 16 1860 13 2484 17
7:55 984 8 1932 14 1788 13 2172 15
8:00 840 8 1944 13 1632 12 2112 14
8:05 876 8 1656 12 1416 10 1632 11
8:10 780 6 1416 10 1572 11 1692 12
8:15 864 7 1668 12 1452 10 1620 11
8:20 948 8 1404 10 1404 10 1560 11
8:25 960 7 1524 11 1440 11 1824 13
8:30 840 9 1380 10 1344 10 1464 1C
8:35 768 7 1332 11 1128 9 1368 1C
8:40 924 8 1152 8 1416 10 1344 1C
8:45 936 9 1404 10 1368 11 1500 11
8:50 816 9 1392 11 1224 9 1404 11
8:55 888 7 1296 9 1488 11 1692 12
9:00 888 7 876 7 1092 8 1020 8
9:05 720 6 900 7 1008 8 1044 7
9:10 648 6 708 5 984 9 708 5

9:15 804 8 996 8 1188 10 972 7

9:20 708 6 564 3 1164 8 768 6
9:25 720 6 768 6 1080 8 900 6
9:30 636 6 852 6 1188 10 900
9:35 792 6 708 5 1104 9 816 6
9:40 684 7 1128 8 1068 8 96C
9:45 648 5 768 5 1044 8 90C
9:50 1056 10 864 6 1164 9 90C '7
9:55 792 8 840 6 1008 7 828 1=
10:00 708 5 540 4 1152 9 708

A-21
 DETECTOR STATION 514 DETECTOR STATION 515

detector 1851 detector 1852 detector 1854 detector 1855

TIME VOL oCC VOL OCC VOL OCC VOL OCC

7:00 1068 8 1440 9 1380 8 1404 7

7:05 984 7 1428 9 1476 9 1368 7
7:10 1104 8 1320 8 1452 9 1392 8
7:15 1044 7 1752 11 1464 9 1740 9
7:20 1140 9 1836 12 1764 11' 1980 11
7:25 1176 10 1980 13 1692 12 2100 12
7:30 1272 10 1860 12 1692 11 1968 10
7:35 1164 8 1908 12 1632 10 1896 10
7:40 1080 9 1884 12 1728 11 2004 11
7:45 1356 11 2208 15 1584 11 2172 12
7:50 1476 11 2376 16 1836 12 2688 16
7:55 1296 10 2424 16 1860 17 2280 18
8:00 1260 14 1932 19 1596 22 1920 29
8:05 1164 14 1488 22 1596 18 1824 24
8:10 1236 11 1728 15 1572 20 1800 21
8:15 1104 8 1668 11 1776 14 2160 14
8:20 1248 10 1596 11 1572 10 1740 10
8:25 1236 10 1824 12 1572 10 1944 11
8:30 1176 9 1476 9 1512 10 1524 7
8:35 996 8 1344 9 1392 9 1380 8
8:40 1152 9 1332 9 1524 10 1476 8
8:45 1188 10 1368 9 1464 10 1452 8
8:50 1020 8 1416 10 1416 9 1536 9
8:55 1224 11 1764 11 1536 10 1716 9
9:00 960 7 1056 8 1224 8 1092 6
9:05 876 8 1032 7 1128 7 996 6
9:10 840 8 696 4 1152 8 828 5
9:15 1188 10 972 7 1272 9 1116 6
9:20 936 7 720 5 1200 8 840 5
9:25 984 8 828 6 1260 8 900 5
9:30 924 8 972 7 1344 9 1020 6
9:35 1008 8 876 6 1296 9 924 5
9:40 1032 8 900 5 1164 7 912 5
9:45 948 8 888 6 1188 8 1044 6
9:50 912 8 888 6 1140 7 912 5
9:55 840 6 804 5 1128 7 960 5
10:00 1056 8 756 5 1176 7 864 5

A-22
 DETECTOR STATION 516 DETECTOR STATION 517

detector 1856 detector 1857 detector 1858 detector 1859

TIME VOL OCC VOL OCC VOL OCC VOL OCC

7:00 1704 12 1104 7 948 7 996 7

7:05 1692 12 1032 7 960 8 1116 8
7:10 1848 13 1164 8 792 6 876 6
7:15 1812 12 1392 9 816 6 936 7
7:20 1920 14 1656 12 960 7 1116 8
7:25 2040 17 1824 13 1044 8 1416 10
7:30 1896 14 1668 12 1068 10 1656 13
7:35 1848 19 1704 14 984 7 1404 9
7:40 1920 18 1908 16 984 9 1560 12
7:45 1956 15 1716 11 1260 11 1716 13
7:50 2100 15 2244 16 1296 12 1572 11
7:55 1788 19 2052 18 1332 10 2088 15
8:00 1716 18 1668 18 1320 11 1728 12
8:05 1680 20 1836 19 1104 9 1356 11
8:10 1968 24 1872 20 1176 11 1608 12
8:15 2196 17 1848 13 1248 11 1536 12
8:20 1932 13 1404 9 1116 10 1668 12
8:25 1860 14 1608 11 1116 9 1116 8
8:30 1740 12 1440 9 1224 10 1452 11
8:35 1548 11 1176 7 1140 9 1284 9
8:40 1740 13 1296 9 936 7 888 6
8:45 1668 13 1104 7 936 8 1188 9
8:50 1692 12 1284 9 1008 8 840 6
8:55 1812 14 1368 9 972 9 1152 9
9:00 1500 11 912 6 1164 10 1200 8
9:05 1332 10 816 6 936 8 816 6
9:10 1296 10 648 4 1032 8 696 5
9:15 1344 11 756 5 756 7 612 4
9:20 1488 10 840 6 888 9 780 5
9:25 1416 10 660 4 924 7 756 7
9:30 1584 12 888 7 696 5 684 5
9:35 1404 11 696 5 792 7 708 5
9:40 1356 10 720 5 852 8 648 5
9:45 1404 11 876 6 876 7 696 5
9:50 1248 10 816 6 936 8 804 6
9:55 1260 9 780 5 660 6 744 6
10:00 1248 9 696 4 828 7 624 5

A-23
 DETECTOR STATION 518

letector 1861 etector 1862

TIME VOL OCC VOL oCC

7:00 876 7 960 6

7:05 816 6 804 5
7:10 876 6 756 5
7:15 888 5 924 6
7:20 1020 7 1164 7
7:25 1080 8 1440 9
7:30 1032 6 1200 S7
7:35 1176 8 1284 7
7:40 1152 8 1512 9
7:45 1200 1272 8
7:50 1464 1C 1752 11
7:55 1140 8 1464 9
8:00 1116 8 1284 8
8:05 1212 1332 8
8:10 1152 1320 8
8:15 888 1464 9
8:20 888 E 984 6
8
8:25 1176 I 1176 8
8:30 90C ( 114( 7
8:35 876 792 5
E
8:40 804 1044 7
8:45 876 1 924 6
8:50 840 93e 7
8:55 840 93e 7
9:00 864 1 72( 5
9:05 972 61: 4
9:10 51
] 62'
4

9:15 72( 62, 2

9:20 804 67:
9:25 60( 56
9:30 72( 64f
9:35
9:40
701
79:
I i 48
66
9:45 79: 66
9:50
9:55
865
55:
73
62
4
10:00 69( 64

A-24
 detector 1595 detector 1596 detector 1600 detector 1601 detector 1602 detector 1608

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 396 3 528 3 1032 6 468 2 792 6 504 4

7:05 396 3 576 3 852 5 540 3 180 1 588 5
7:10 312 3 540 3 948 5 624 3 300 3 432 3
7:15 456 3 552 3 1080 6 480 2 336 4 312 2
7:20 360 2 624 4 1224 7 408 2 168 2 456 3
7:25 384 33 804 5 1452 9 600 3 192 3 744 6
7:30 264 2 972 6 1356 7 384 2 156 2 576 4
7:35 240 1 792 5 1188 6 444 2 156 3 888 7
7:40 228 1 648 4 1140 6 432 2 180 4 528 4
7:45 300 2 600 3 1284 7 468 2 156 3 660 6
7:50 228 2 840 5 1332 8 552 3 168 3 864 7
7:55 312 2 1020 6 1512 9 576 3 132 2 1104 9
8:00 252 1 756 4 1368 7 480 2 144 2 1212 11
8:05 168 1 996 6 1152 6 588 3 180 3 1104 9
8:10 228 1 888 5 1032 6 588 3 132 2 888 7
8:15 312 2 852 5 948 5 552 3 108 1 660 5
8:20 360 2 708 4 840 4 432 2 156 3 780 6
8:25 204 1 768 5 960 5 492 2 132 2 816 6
8:30 216 1 780 5 1104 6 636 3 168 2 564 4
8:35 168 1 672 4 816 4 660 3 192 3 648 5
8:40 264 2 552 3 888 5 648 4 204 4 672 6
8:45 120 1 372 2 864 5 684 4 384 7 696 6
8:50 156 1 312 2 876 5 672 4 324 4 624 5
8:55 204 1 372 2 1224 7 612 3 168 1 576 5
9:00 360 3 360 2 900 5 708 4 132 1 720 6
9:05 204 2 264 1 588 3 720 4 288 2 564 4
9:10 120 1 252 1 684 3 684 4 336 3 552 5
9:15 144 1 216 1 540 3 516 3 252 2 516 4
9:20 180 1 300 1 588 3 444 2 192 1 324 3
9:25 108 1 144 C 612 3 492 3 240 2 552 4
9:30 144 1 180 1 672 3 480 2 204 2 552 5
9:35 120 1 168 1 636 3 300 1 360 3 516 4
9:40 204 1 168 1 612 3 588 3 264 2 516 4
9:45 276 2 204 1 540 3 516 3 312 3 504 4
9:50 72 0 192 1 516 2 552 3 180 1 540 4
9:55 156 1 168 1 516 2 396 2 264 2 456 3
10:00 168 1 204 1 552 3 384 2 216 2 720 6

A-25
 detector 1613 detector 1612 detector 1614 detector 1618 detector 1487 letector 1619

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 336 3 144 1 12 0 108 1 480 7 0 100

7:05 204 1 180 2 12 0 156 2 264 3 0 100
7:10 264 2 60 0 0 0 132 1 648 9 0 100
7:15 312 2 144 3 24 0 132 1 264 3 0 100
7:20 300 2 228 8 24 1 192 2 456 6 0 100
7:25 228 2 180 7 12 0 216 2 408 5 0 100
7:30 228 1 108 2 0 0 60 0 192 2 0 99
7:35 180 1 168 3 36 0 144 1 240 3 0 100
7:40 156 1 132 3 0 0 144 1 228 3 0 100
7:45 228 2 144 4 24 0 156 2 276 3 0 100
7:50 192 1 168 4 72 2 144 2 444 6 0 100
7:55 288 3 168 2 0 0 108 1 372 4 0 99
8:00 192 1 156 4 24 0 120 1 528 7 0 100
8:05 96 1 144 4 12 0 132 1 228 2 0 100
8:10 168 1 156 5 36 1 120 1 204 2 0 100
8:15 156 1 144 4 60 2 108 1 240 3 0 100
8:20 84 C 180 4 60 1 72 0 228 3 0 100
8:25 72 0 168 4 24 0 96 1 312 4 0 100
8:30 264 2 180 5 12 0 84 1 228 3 0 100
8:35 252 2 144 4 48 4 72 1 216 3 0 99
8:40 156 1 156 4 12 0 0 0 288 4 0 100
8:45 228 2 468 13 12 0 36 0 192 3 0 100
8:50 288 2 396 8 60 1 48 0 288 5 0 100
8:55 348 3 264 2 12 0 48 0 312 4 0 100
9:00 228 2 252 1 0 0 36 C 276 3 0 100
9:05 252 2 312 3 0 0 48 0 264 4 0 100
9:10 264 3 228 1 0 0 48 0 264 4 0 100
9:15 192 1 324 4 24 0 0 C 204 2 0 100
9:20 228 2 300 2 12 0 48 C 168 2 0 100
9:25 192 1 120 0 24 0 12 0 252 4 0 100
9:30 348 3 240 2 12 0 12 C 168 2 0 100
9:35 204 1 312 3 24 0 36 C 108 1 0 100
9:40 264 2 360 4 0 0 24 C 252 3 0 99
9:45 300 2 264 2 24 0 36 C 204 : 0 100
9:50 192 1 324 3 24 0 12 C 240 4 0 100
9:55 168 1 480 5 36 0 60 C 228 3 0 100
10:00 228 2 216 1 12 0 24 C 252 0 100

A-26
 detector 1620 detector 998 detector 894 detector 882 detector 881
Idetector 872
TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 132 1 300 2 0 100 360 2 264 1 240 2

7:05 84 1 264 2 0 99 408 2 168 1 216 1
7:10 144 3 348 3 0 100 312 1 156 1 252 1
7:15 156 3 252 1 0 100 252 1 192 2 324 2
7:20 108 4 276 2 0 100 312 1 180 2 300 2
7:25 108 2 396 3 0 100 360 2 156 1 312 2
7:30 96 2 552 4 0 100 204 1 108 1 384 2
7:35 144 3 816 6 0 100 240 1 72 1 336 2
7:40 96 2 540 4 0 100 108 0 108 1 300 2
7:45 120 2 612 5 0 100 216 1 36 0 300 2
7:50 96 2 924 9 0 100 180 1 108 1 336 2
7:55 72 1 852 7 0 100 252 1 60 0 264 1
8:00 108 2 756 6 0 100 252 1 120 1 300 2
8:05 96 2 684 5 0 100 264 1 84 1 264 1
8:10 120 2 396 3 0 100 324 2 96 1 360
8:15 96 2 312 2 0 100 312 1 72 1 348 2
8:20 120 3 264 2 0 100 348 2 84 1 312 2
8:25 108 2 252 1 0 100 144 0 96 0 324 2
8:30 108 3 300 2 0 100 156 0 48 0 348 2
8:35 120 5 252 2 228 1 96 1 312 2
8:40 252 5 324 2 0 100 132 0 72 0 264 1
8:45 240 5 288 2 0 1099 264 1 240 2 264 1
8:50 264 2 312 2 0 100 264 1 288 2 228 1
8:55 240 2 372 3 0 100 444 3 132 1 432 3
9:00 180 1 264 2 0 100 372 2 240 1 660 E
9:05 168 1 336 3 0 100 288 1 324 2 408 :
9:10 180 1 324 2 0 100 180 1 156 1 300 :
9:15 228 2 336 3 0 100 192 1 312 2 252
9:20 144 1 216 1 0 99 240 1 384 2 264 1
9:25 228 2 312 2 0 100 216 1 360 2 192 1
9:30 192 1 324 2 0 100 180 1 300 2 156
9:35 228 2 240 1 0 100 252 1 444 3 216
9:40 336 3 312 2 0 100 108 0 324 2 204
9:45 216 2 228 1 0 99 252 1 300 2 276
9:50 144 1 456 4 0 100 204 1 348 2 324
9:55 204 1 276 2 0 100 204 1 240 1 300
10:00 240 2 360 2 0 10C 192 1 312 2 312 :

A-27
 detector 871 detector 121 letector 162 detector 104 detector 867
Iletector 858
TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 288 3 276 4 1464 27 528 7 384 4 384 2

7:05 144 1 156 2 1344 28 420 6 600 8 576 4
7:10 180 3 288 3 1212 21 324 5 492 4 492 3
7:15 252 6 180 3 1380 28 348 5 576 6 468 3
7:20 252 7 204 4 1260 20 384 4 372 3 576 4
7:25 180 4 216 3 1344 37 360 5 660 9 480 8
7:30 180 4 96 1 1368 47 420 7 600 8 444 3
7:35 156 4 216 3 1320 47 456 5 432 4 600 4
7:40 168 4 204 2 1140 56 348 4 552 8 468 3
7:45 168 4 216 2 1032 52 204 2 576 1C 408 2
7:50 144 3 216 3 1116 47 216 2 624 11 516 3
7:55 156 3 120 2 816 . 54 312 4 540 1C 516 4
8:00 144 3 324 6 1044 54 264 3 540 1C 420 3
8:05 168 5 192 2 996 53 228 3 660 12 468 3
8:10 132 4 204 3 1032 52 336 6 576 11 528 3
8:15 156 5 336 7 948 54 276 4 612 12 600 4
8:20 156 4 360 6 1116 52 288 3 648 12 636 5
8:25 156 5 372 8 1188 49 336 4 1032 1 732 6
8:30 156 3 372 8 1188 49 396 6 708 6 648 4
8:35 156 1 300 5 1200 49 444 5 900 9 696 4
8:40 156 4 360 6 1488 35 456 5 876 7 468 3
8:45 468 13 360 6 1488 35 372 6 480 3 516 3
8:50 360 E 396 8 1296 5( 624 10 864 7 528 3
8:55 240 3 408 7 1380 3( 420 6 660 5 492 5
c
9:00 276 3 420 7 1236 25 372 5 576 648 4
9:05 360 5 204 2 1188 38 612 12 576 5 456 3
9:10 288 3 204 2 1188 38 624 10 588 5 432 2
9:15 372 4 480 4 1128 24 576 8 348 456 18
9:20 336 4 456 3 816 14 456 6 444 4 540 4
9:25 288 4 432 3 1116 21 456 7 444 : 516 4
9:30 336 : 480 3 1152 2( 468 8 528 4 528 4
9:35 300 : 396 2 972 2: 276 4 708 ( 396 :
9:40 240 : 612 4 1068 2( 336 5 420 636 4
9:45 324 4 612 4 1068 2( 432 6 480 468 3
9:5C 468 e 576 4 948 17 600 8 480 564 4
9:55 384 4 468 3 1080 2C 384 6 780 444
10:OC 420 r 420 3 996 1r 396 6 432 504 :

A-28
 detector 857
II
detector 830 detector 829
Idetector 896 I0detector 818 m
Idetector 817
TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 156 1 1260 9 192 1 60 C_ 1224 12 300 5

7:05 144 1 1236 9 180 1 60 C 1068 10 312 6
7:10 216 3 1212 9 132 1 84 1 1380 14 324 5
7:15 180 2 1008 7 288 2 156 2 1416 16 276 5
7:20 276 4 1032 7 252 3 168 2 1500 16 384 8
7:25 264 4 1272 9 288 2 108 1 1344 13 552 11
7:30 300 4 948 7 180 1 108 1 1512 15 480 11
7:35 240 3 960 8 300 3 168 2 1368 14 480 11
7:40 276 4 840 6 300 3 192 2 1116 11 624 15
7:45 216 3 1020 8 264 2 216 3 1212 12 564 13
7:50 192 3 1032 8 252 2 312 4 996 9 612 13
7:55 204 3 972 7 240 5 168 2 1272 12 504 13
8:00 192 4 960 7 264 3 156 2 1308 13 600 13
8:05 192 3 1104 8 204 2 180 2 1320 13 348 8
8:10 156 2 984 7 216 2 144 2 1620 18 384 8
8:15 192 3 1188 8 288 2 180 2 1440 14 408 8
8:20 264 2 1212 9 252 2 228 2 1236 12 432 6
8:25 228 2 1176 9 156 1 168 1 1584 15 240 3
8:30 324 3 1308 10 156 1 144 1 1392 14 336 5
8:35 252 2 1356 10 180 1 252 2 1548 19 420 5
8:40 240 2 1512 11 192 1 108 1 1440 15 192 2
8:45 300 2 1440 10 336 3 144 1 1116 10 384 5
8:50 228 2 1392 10 216 2 228 1 1356 14 264 3
8:55 168 1 1212 9 204 2 156 1 1032 10 336 5
9:00 168 1 1284 10 216 2 108 C 1032 10 192 3
9:05 192 2 1308 10 216 2 276 2 1104 11 276 9
9:10 204 2 768 6 348 3 192 1 888 9 312 4
9:15 84 0 900 6 192 1 180 1 924 9 180 2
9:20 180 1 912 6 192 1 204 1 756 7 252 3
9:25 300 2 1020 7 276 2 264 2 972 10 144 2
9:30 156 1 1020 7 180 1 144 1 912 10 264 4
9:35 168 1 984 7 264 2 276 2 684 7 192 2
9:40 204 1 1104 8 228 2 108 0 924 9 288 4
9:45 288 3 804 5 168 1 156 1 840 8 276 4
9:50 216 2 1260 9 264 2 120 0 948 9 144 1
9:55 228 2 1260 9 228 2 216 1 804 7 264 3
10:00 240 2 1152 8 252 2 168 1 996 10 240 3

A-29
 detector 807 detector 806 detector 814 detector 1213 detector 1216 detector 1219

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 372 5 96 1 492 2 1488 15 300 2 492 4

7:05 192 3 144 1 516 2 1212 12 276 2 468 4
7:10 360 5 48 1 480 2 1152 11 300 2 552 4
7:15 324 4 144 1 480 2 1236 12 360 2 456 3
7:20 372 5 168 3 516 3 1272 12 348 2 552 4
7:25 288 4 156 2 516 3 1536 15 336 2 444 3
7:30 300 4 180 3 516 3 1488 16 480 3 600 5
7:35 432 6 192 3 444 2 1380 14 444 3 444 3
7:40 444 6 192 3 480 3 1572 16 408 2 576 5
7:45 420 6 192 2 480 3 1488 16 480 3 648 5
7:50 468 7 240 4 396 2 1584 16 300 2 708 6
7:55 444 6 204 3 492 3 1644 18 504 4 504 4
8:00 348 5 288 4 636 3 1584 36 480 3 720 6
8:05 360 5 264 4 624 3 1620 18 372 2 600 5
8:10 480 7 240 3 624 3 1476 17 504 3 .504 4
8:15 540 7 216 3 648 3 1512 16 444 4 456 3
8:20 492 8 192 2 576 3 1320 13 480 3 648 5
8:25 480 7 192 1 576 3 1212 12 408 3 612 5
8:30 588 9 180 2 732 4 1380 15 360 2 432 3
8:35 672 10 240 2 408 2 1428 14 444 3 552 4
8:4C 492 7 156 1 468 2 1152 11 396 3 432 3
8:45 420 6 168 1 468 2 1128 11 384 2 264 2
8:5C 420 6 240 2 612 3 1356 16 564 4 504 4
8:55 504 7 252 : 480 2 1272 13 312 2 456 4
9:00 360 5 240 2 432 2 1212 13 348 3 492 4
9:05 456 7 96 C 408 2 984 10 168 1 444 3
9:1C 432 6 180 1 420 2 1116 12 252 2 408 3
9:15 312 4 264 : 384 2 912 9 300 2 408 3
9:2C 168 3 180 1 360 2 864 9 384 3 276
9:25 192 3 120 1 420 2 780 7 348 2 300
9:3( 204 3 132 1 504 3 984 9 192 1 288 2
9:35 276 4 96 ( 312 1 852 9 324 2 264 2
9:4C 252 4 156 1 288 2 864 9 456 3 372
9:4 240 4 192 1 336 2 744 7 456 4 408
9:5( 312 5 216 : 216 1 768 8 252 2 228 1
9:55 348 5 168 312 1 1116 12 336 3 252
10:OC 228 3 360 336 1 996 12 324 2 420

A-30
 detector 1220 detector 1221 detector 1222 detector 1223 detector 1226 detector 1227

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 408 3 48 0 144 2 0 100 0 0 432 4

7:05 444 3 48 0 204 2 0 100 0 0 312 2
7:10 432 4 24 0 180 2 0 100 0 0 480 4
7:15 432 3 60 0 228 2 0 100 0 0 504 4
7:20 312 2 84 1 312 3 0 100 24 0 540 5
7:25 384 3 72 0 324 4 0 100 0 0 600 5
7:30 420 3 132 1 252 3 0 100 12 0 684 5
7:35 516 4 84 1 648 8 0 99 12 0 684 6
7:40 360 2 72 0 396 5 0 100 24 0 612 5
7:45 324 2 24 0 432 5 0 100 24 0 1080 9
7:50 300 2 72 0 624 8 0 100 0 0 648 5
7:55 432 3 36 0 516 6 0 100 12 0 852 8
8:00 468 3 48 0 432 6 0 99 12 0 768 7
8:05 360 2 108 1 336 4 0 100 36 0 876 8
8:10 408 2 24 0 360 4 0 100 12 0 516 4
8:15 480 4 84 0 264 3 0 100 120 1 576 5
8:20 348 2 108 1 432 5 0 100 132 1 600 5
8:25 420 3 108 1 312 3 0 100 24 0 372 3
8:30 228 1 96 1 108 1 0 100 12 0 372 4
8:35 384 3 132 1 180 2 0 100 12 0 432 4
8:40 372 3 48 0 132 2 0 100 0 0 456 4
8:45 360 3 84 1 144 2 0 100 48 0 504 5
8:50 396 3 84 1 132 2 0 100 12 0 324 2
8:55 432 3 36 0 156 2 0 100 0 0 336 3
9:00 360 2 72 1 204 4 0 100 12 0 348 2
9:05 372 4 72 C 108 1 0 100 24 0 252 :
9:10 396 3 48 C 144 2 0 100 12 0 384 4
9:15 372 3 60 C 144 2 0 100 12 0 300 :
9:20 336 48 C 216 3 0 10C 12 0 372 4
9:25 312 3 72 C 192 3 0 100 0 0 216 :
9:30 324 2 36 C 204 3 0 100 48 0 312
9:35 324 2 24 C 216 3 0 100 24 0 180 1
9:40 432 3 72 C 120 1 0 100 12 0 228 2
9:45 492
2 36 C 144 2 0 100 12 0 300
9:50 420 4 48 C 204 3 0 100 48 0 156 1
9:55 324 :2 0 C 144 2 0 99 12 0 288 2
10:00 300 : 24 C 84 1 0 10C 24 C0 216 2

A-31
 detector 1233 detector 1236 detector 1842 detector 1845 detector 1846 detector 1847

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 0 100 0 100 72 0 0 100 0 100 132 0

7:05 0 100 0 100 108 0 0 100 0 100 108 0
7:10 0 100 0 100 72 0 0 100 0 100 84 0
7:15 0 100 0 100 60 0 0 100 0 100 156 1
7:20 0 100 0 100 144 1 0 100 0 100 120 0
7:25 0 100 0 100 60 0 0 100 0 100 252 1
7:30 0 100 0 100 192 1 0 100 0 100 204 1
7:35 0 100 0 100 120 0 0 100 0 100 84 0
7:40 0 100 0 100 84 0 0 100 0 100 204 1
7:45 0 100 0 100 108 1 0 100 0 100 252 1
7:50 0 100 0 100 144 1 0 100 0 100 324 2
7:55 0 100 0 100 180 1 0 100 0 100 228 1
8:00 0 100 0 100 240 1 0 100 0 100 168 1
8:05 0 100 0 100 72 0 0 100 0 100 156 1
8:10 0 100 0 100 144 1 0 100 0 100 156 1
8:15 0 100 0 100 72 0 0 100 0 100 84 0
8:20 0 100 0 100 144 1 0 100 0 100 132 0
8:25 0 100 0 100 60 0 0 99 0 99 156 1
8:30 0 100 0 100 120 1 0 100 0 100 36 0
8:35 0 99 0 99 48 0 0 100 0 100 180 1
8:40 0 99 0 99 144 1 0 100 0 100 180 1
8:45 0 100 0 100 60 0 0 100 0 100 192 1
8:50 0 100 0 100 108 1 0 99 0 99 108 0
8:55 0 100 0 100 72 0_ 0 100 0 100 240 1
9:00 0 100 0 100 12 0 0 100 0 100 120 0
9:05 0 100 0 100 108 1 0 100 0 100 96 0
9:10 0 100 0 100 60 0 0 100 0 100 168 1
9:15 0 100 0 100 60 0 0 100 0 100 180 1
9:20 0 100 0 100 48 0 0 100 0 100 96 0
9:25 0 99 0 99 60 0 0 100 0 100 108 0
9:30 0 99 0 99 72 0_ 0 100 0 100 120 0
9:35 0 100 0 100 108 0 0 100 0 100 132 1
9:40 0 100 0 100 96 0 0 100 0 100 96 0
9:45 0 99 0 99 36 0 0 100 0 100 132 0
9:50 0 100 0 100 60 0 0 100 0 100 84 0
9:55 0 100 0 100 24 0 0 100 0 100 120 0
10:00 0 100 0 100 60 0a 0 100 O -0100 132 1

A-32
 detector 1850 detector 1853 detector 1649 detector 1860 detector 1810

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

7:00 192 2 300 3 876 20 216 2 264 3

7:05 252 3 552 6 1056 25 216 2 348 5
7:10 108 1 420 4 1104 32 204 2 336 5
7:15 288 3 492 5 1044 25 156 2 240 3
7:20 288 3 864 10 1080 30 120 1 312 4
7:25 384 4 504 5 936 27 192 2 420 5
7:30 336 4 648 8 948 29 264 3 432 6
7:35 312 3 480 5 888 27 168 2 396 5
7:40 360 4 636 7 876 26 336 4 336 5
7:45 348 3 552 6 924 27 252 3 504 6
7:50 384 4 648 7 960 28 276 4 588 9
7:55 456 4 612 7 972 28 240 3 468 6
8:00 480 5 492 5 984 29 288 3 588 8
8:05 384 4 540 6 984 29 300 4 480 6
8:10 372 4 456 5 960 28 312 3 540 7
8:15 204 2 528 6 972 29 336 4 588 8
8:20 192 2 480 5 984 28 180 2 612 9
8:25 228 3 504 5 1188 33 252 3 504 7
8:30 228 2 336 3 1260 27 300 4 672 9
8:35 144 1 432 5 864 9 252 3 660 9
8:40 156 2 372 4 972 10 180 3 408 6
8:45 204 2 456 5 804 8 240 3 312 5
8:50 180 2 408 4 960 9 300 5 336 4
8:55 228 2 240 2 960 9 168 2 588 9
9:00 192 2 252 3 672 6 144 2 504 6
9:05 132 1 276 3 564 5 216 2 456 6
9:10 120 1 348 4 540 6 132 1 324 4
9:15 120 1 252 3 492 4 120 1 336 5
9:20 96 1 336 3 624 7 132 1 420 6
9:25 156 1 240 3 756 7 144 2 336 5
9:30 132 1 408 5 828 8 180 2 264 3
9:35 96 1 360 4 720 7 108 1 300 5
9:40 144 1 300 4 492 5 96 1 336 4
9:45 84 0 288 4 492 5 240 4 396 6
9:50 228 2 300 3 588 7 168 2 288 4
9:55 96 1 312 4 636 6 180 2 264 4
10:00 120 1 336 4 612 6 84 1 252 3

A-33
 Calibrations for 1-494 WB South of the Twin Cities International Airport

FRESIM:

* default vehicle set.

* car following factors = 15 to 6.
* acceleration lag = 0.3 sec.
* deceleration lag = 0.3 sec.
* lane change time = 3 sec.
* vehicle generation minimum separation = 0.5 sec.
* percentage of drivers willing to yield = 30 percent.
minimum non-emergency deceleration = 0.8 ft/sec 2

A IMSUN2 :
vehicle characteristics:
* length = 4.0 m.
* width= 1.7 m.
* desired speed = 104 kph.
* maximum acceleration = 2.8 m/sec 2
Smaximum deceleration = 4.0 m/sec 2

simulation parameters:
Ssimulation step size = 0.75sec
Sspeed acceptance = 0.80
Sbraking coefficient = 2.0
zone 1 distance = 120 m
zone 2 distance = 40 m
Sminimum distance between vehicles = 1.2 m
queue speed = 1.0 m/sec 2
queue leaving speed = 4.0 m/sec 2
junction visibility = 25 m
cruising tolerance = 0.80

FREFLO :

* relaxation time = 75 sec/mile

* anticipation coefficient = 0.25 miles2/hour
* capacities as listed on the freeway geometrics
* cubic polynomial speed-density relationship

speed = 106 - 160(k * 10"2) + 76(k * 10-2) 2 - 7(k* 10-2) 3

A-34
FREQ11:

* capacities as listed on the freeway geometrics

* points on the speed-V/C curve

Points on Upper of Speed-V/C curve Points on Lower of Speed-V/C curve

Portion Portions
V/C ratio speed (mph) V/C ratio speed (mph)
0.00 65 0.00 0
0.72 65 0.39 11
0.93 61 0.81 26
1.00 53 1.00 53

KRONOS:

* jam density = 142 vpm

* maximum capacity = 2300 vph
* density at maximum capacity = 46 vpm
* density at end of linear region of QK curve = 22 vpm
* flow rate at end of linear region of QK curve = 1450 vph
* capacities as listed on the freeway geometrics

INTEGRATION:

* mailine freeflow speed = 104 kph

* ramp freeflow speed = 88 kph
* capacities as listed on the freeway geometrics
* speed at capacity for mainline and 2100 vph capacity ramps= 72 kph
* speed at capacity for all other ramps = 56.4 kph
* mainline jam density when capacity is 2400 vphpl = 91.7 vpkpl
* mainline jam density when capacity is 2200 vpkpl = 85.1 vpkpl
* ramp jam densities = 130 vpkpl

A-35
 Calibrations For 1-494 WB Through Southwest Minneapolis

FRESIM:

* default vehicle set.

* car following factors = 15 to 6.
* acceleration lag = 0.3 sec.
* deceleration lag = 0.3 sec.
* lane change time = 3 sec.
* vehicle generation minimum separation = 1.0 sec.
* percentage of drivers willing to yield = 30 percent.
Sminimum non-emergency deceleration = 0.8 ft/sec 2

AIMSUN2 :

vehicle characteristics:
* length = 4.0 m.
* width = 1.7m.
* desired speed = 104 kph.
* maximum acceleration = 2.8 m/sec 2
0 maximum deceleration = 4.0 m/sec 2

simulation parameters:
Ssimulation step size =: 0.75sec
speed acceptance = 0.80
braking coefficient = 2.0
zone 1 distance = 120 m
zone 2 distance = 40 m
Sminimum distance between vehicles = 1.2 m
queue speed = 1.0 m/sec 2
queue leaving speed = 4.0 m/sec 2
junction visibility = 25 m
cruising tolerance = 0.80

FREFLO:

* relaxation time = 75 sec/mile

* anticipation coefficient = 0.25 miles2/hour
* capacities as listed on the freeway geometrics
* cubic polynomial speed-density relationship

speed = 87 - 49 (k * 10 "2) - 100 (k * 10-2) 2 + 64 (k* 10-2) 3

A-36
FREQ 11:

* capacities as listed on the freeway geometrics

* points on the speed-V/C curve

Points on Upper of Speed-V/C curve Points on Lower of Speed-V/C curve

Portion Portion
V/C ratio speed (mph) V/C ratio speed (mph)
0.00 65 0.00 0
0.71 65 0.34 9
0.92 44 0.7.8 21
1.00 34 1.00 34

KRONOS:

* jam density = 136 vpm

* maximum capacity = 2200 vph
* density at maximum capacity = 41 vpm
* density at end of linear region of QK curve = 24 vpm
* flow rate at end of linear region of QK curve = 1580 vph
* capacities as listed on the freeway geometrics

INTEGRATION:

* mailine freeflow speed = 104 kph

* ramp freeflow speed for capacities less than 2100 vph = 89 kph
* ramp freeflow speed when capacity is 2100 vph = 104 kph
* capacities as listed on the freeway geometrics
* speed at capacity for mainline and 2100 vph capacity ramps= 72 kph
* speed at capacity for all other ramps = 56.4 kph
* mainline jam density when capacity is 2400 vphpl = 91.7 vpkpl
* mainline jam density when capacity is 2300 vphpl = 87.9 vpkpl
* mainline jam density when capacity is 2200 vpkpl = 85.1 vpkpl
* ramp jam density when capacity is 2100 vph = 80.3 vpkpl
* all other ramp jam densities = 130 vpkpl

A-37
 TEST FREEWAY SECTION (1-94 Eastbound, Twin Cities)
Capacity 6300 vph
Capaciy: 4200 vph Length: 200 ft, 0.061 km Capacity: 6300 vph
Length: 1980 ft, O.o Ramp Cap: 1500 vph Length: 870 ft, 0 264 km
km R-Length: 500 ft. 0.152 km

Ent from 1-394

DS:141 DS: 103
(730) u .:. . (407). ..............
(731) I

(722)
(408)
*(409) -
~s
U-`'
- ---------------
<---1235 (ft) ---- >: 723)

<-460 (ft)->

Capacity: 6300 vph Capacity 6300 vph Capacity: 6300 vph

Length: 330 ft, 0.1 km Length: 415 ft. 0.126 km Length: 455 ft, 0.138 km

DS: 104 Begin Lowry Tunnel DS: 105 S DS: 106

-. (4L0) ---------..--....... C(416).

-. . ... ... - (422 -1 -- - - -- - - - --- .--
(411) - (417) (423)
- (4r2) - ------ :- - (418)
t - - -:
-(4247 Ui

<-250 (ft)->: <-400 (ft)->: <-355 (ft)->:

Capacity 6300 vph Capacity: 6300 vph

Capacity 6300 vph Length: 1075 ft, 0.326 km
Length: 330 ft, 0.1 km Length: 200 ft,0.061 km
Ramp Cap: 1500 vph
R-Length: 500 ft, 0.152 km

DS: 107 End Lowry Tunnel DS: 108 BEGIN TEST SECTION 3

.- .(4Z5). .......... .. . (431). I -- --

(426) (432)

(42(4) 34(433 ------------------------

<-270 (ft)->: <-665 (ft)-> (435)

A-38
Capacity: 8400 vph Capacity: 8400 vph Capacity: 6300 vph Capacity: 8400 vph
Length: 1935 It, 0.586 km Length: 400 ft, 0.121 km Length: 1785 ft, 0.541 km Length: 370 ft, 0 112 km
Ramp Cap: 1500 vph Ramp Cap: 1500
R-Length: 500 f, 0.152 km R-Length: 500 ft, 0.152 km

DS: 109 Exit to Franklin DS: 110

(2191)
.(413) I (497) .
(414) (498)
- - - - - - :- - - - -(499)-I
-(499) - - - - - --
S(415.). u
(419) *
<N
<-1160 (ft)->:

Capacity: 6300 vph Capacity: 8400 vph Capacity: 8400 vph Capacity: 8400 vph
Length: 550 ft, 0.167 km Length: 200 ft, 0.061 km Length: 1090 ft, 0.33 km Length: 400 ft, 0.121 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 500 f, 0.152 km R-Length: 500 ft, 0.152 km
DS:556

(2601) . . ...... .....

.(2602) . ..- ..--.... ....---
(2603)

(2604) (2605)
<-470 (ft)->

Capacity 6300 vph Capacity 8400 vph Capacity 6300 vph Capacity 8400 vph
Length: 500 t, 0.152 km Length: 315 ft,0.095 km Length: 1715 ft, 0.52 km Length: 200 ft, 0.061 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 500 ft, 0.152 km R-Length: 500 ft, 0.152 km

Ent from 1-35W

(2609)
DS:557
DS:57^--------------------
. . .(266) .. ---------------------------------------------------- ........
(2607)
S-(2608)- -
<-8 (.f---
(2608)- -- - - )---------------------------------------------------
(2610
'<-85 (ft)- (21610)

Capacity 6300 vph Capacity 8400 vph Capacity 8400 vph Capacity: 8400 vph
Length: 290 ft, 0.088 km Length: 200 ft, 0.061 km Length: 770 ft,0.233 km Length: 400ft, 0.121 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
DS: 465 R-Length: 500 ft, 0.152 km R-Length: 500 ft, 0.152 km

(2612)

-
(2614)
..........---
' ---
`---------------------
'-------------------- --.-----
·--------
_.. 2613)1 ................................................................

<-165 (ft)-> (2615)

A-39
 Capacity 6300 vph Capacity: 8400 vph Capacity: 6300 vph Capacity: 8400 vph
Length: 2815 ft, 0.853 km Length: 528 ft, 0.16 km Length: 1055 1t,0.32 km Length: 210 ft, 0.064 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 500 ft. 0.152 km R-Longth: 500 t. 0.152 km

DS: Mississippi River

(2618) CONSTRUCTION ZONE

(2619) 1

<-2350 (ft)-> /

Capacity: 6300 vph Capacity: 8400 vph Capacity: 6300 vph Capacity: 6300 vph
Length: 950 ft, 0.288 km Length: 605 ft, 0.183 km Length: 3475 ft, 1.053 kmn Length: 600 ft, 0.182 km
Ramp Cap: 1500 vph Cap After Transition: 8400 vph
R-Length: 500 ft, 0.152 km

DS: 467

. . ... (2620). .. . ... . . . .. . .

-- - I---
7 ---- -
(2621)
(2622)

<---250 (ft)-->
.

Capacity: 8400 vph Capacity: 6300 vph Capacity: 8400 vph Capacity: 6300 vph
Length: 400 ft, 0.121 km Length: 1267 ft, 0.384 km Length: 395 ft, 0.12 km Length: 300 ft, 0.091 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-_I
K •th-0nn
ft 1n tirM R-Length: 500 ft,0.152 km
.-. gn -)u
T. ,V . m

Exit to TH 280
DS: 468

. (2625). . .
----------------
(2626)
(2627)
-----------------------
<-125 (ft)->;

Capacity: 8400 vph Capacity: 8400 vph Capacity: 10500 vph Capacity: 8400 vph
Length: 200 ft, 0.061 km Length: 2150 ft. 0.652 km Length: 425 ft, 0.129 km Length: 3900 ft, 1.182 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 500 ft,0.152 km R-Length: 500 ft, 0.152 km

Ent from TH 280

DS: 469

. ....... ... . (263)........... ...............................

- (26312) .-----
---..---- .....
. . ... - -------.....
(2633)

(2629)
-860 (ft)->, /

A-40
Capacity 8400 vph Capacity 6300 vph Capacit) y 8400 vph Capacity: 8400 vph
Length: 200 ft, 0.061 km Length: 2980 ft, 0.903 km Length: 200 ft, 0.061 km Length: 1650 ft, 0.5 km
Ramp Cap: 1500 vph Ramp C ap: 1500 vph
R-Length: 500 ft, 0.152 km Under Snelling Ave R-Lengt h: 500 ft, 0.152 km

DS: 479

... .. ... ... ... .. . . (2634). ..........

--. .....-...
.U..........
(2635) u
.-.....-.
-..
. ..
-..
...
.. 6. ... . ....
-m.. .... ...... ...................
I (2637)

<-22 ( >

Capacity: 10500 vph Capacity 8400 vph Capacity 10500 vph Capacity 8400 vph
Length: 200 ft, 0.061 km Length: 2700 ft, 0.818 km Length: 370 ft, 0. 12 km Length: 1700 ft, 0.515 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 500 ft, 0.152 km R-Length: 500 ft, 0.152 km

DS:489

... (2638)mU............
. . . : . . ..
(2639)
..............
-..... -- (2.6.4.90)...m.
--. ................
(2641)

(2642)

<-20 0 ft)-> :

Capacity 10500 vph Capacity. 8400 vph Capacity 10500 vph Capacity 12600 vph
Length: 315 ft, 0.095 km Length: 2800 ft, 0.848 km Length: 710 ft, 0.216 km Length: 237 ft, 0.072 km
Ramp Cap: 1500 vph Ramp Cap: 1500 vph Ramp Cap: 1500 vph
R-Length: 500 ft, 0.152 km R-Length: 500 ft, 0.152 km R-Length: 500 ft, 0.152 km

DS: 490 Under Dale St Exit to Marion St.

. (2643) . .............................. ........

(2644)

.(.45).. .......................
... ...
(2646)

<-1980
(ft)-->----.. ......

--------
------
<-1980 (ft)-->
Capacity 10500 vph Capacity 8400 vph SCapacity 8400 vph Capacity 6300 vph
Length: 1190 ft, 0.361 km SLength: 15 ft, 0.157 km Length: 1005 ft, 0.304 km Length: 1095 ft, 0.332 km
Ramp Cap: 3000 vph Cap After Transition: 6300 vph
R-Length: 500 ft, 0.152 km
DS: 491 Under John Ireland Blvd

--- .
- -----.- . . . . . ". . .(2643 ) . M -. . - -- - - - - -
. ... .... . . . . . . ..... ... .. . ........ . .. . . . . . m. .

.<----1 15 (ft)---->

A-41
 DETECTOR STATION 141 DETECTOR STATION 103

detector 730 detector 731 detector 407 detector 408 detector 409

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

6:55 1836 21 1944 18 2340 27 1980 22 1860 18

7:00 1716 17 1500 11 2484 26 1896 20 1656 15
7:05 1452 13 1548 11 1992 21 1956 21 1728 14
7:10 1644 14 1620 12 2208 22 2124 22 1836 16
7:15 1572 13 1536 11 2136 23 2208 23 1692 14
7:20 1752 22 1908 16 2172 29 2160 28 1968 19
7:25 1836 30 1908 22 2100 31 2160 31 1968 21
7:30 1752 27 1848 19 2268 36 1944 30 1920 21
7:35 1956 20 1620 13 2196 30 2208 29 1896 20
7:40 1764 31 1848 21 2220 33 1980 27 1884 20
7:45 1524 34 1920 29 2136 29 2004 29 2124 24
7:5C 1752 28 1896 22 2148 36 1920 29 2088 24
7:55 1644 36 1968 29 2088 34 2016 32 2184 28
8:OC 1548 29 1848 23 2088 29 1968 28 2112 25
8:05 1680 15 1548 11 2160 30 1968 25 1860 20
8:1C 1572 15 1512 11 2208 25 2088 22 1596 14
8:15 1416 11 1248 8 2064 20 1764 16 1404 12
8:2C 1812 17 1716 13 2292 26 1932 21 1800 16
8:25 1740 15 1620 11 2040 22 2100 21 1800 16
8:3C 1716 17 1620 12 2292 22 1896 18 1680 15
8:35 1656 16 1512 11 2004 25 2004 24 1716 16
8:4C 1560 17 1380 10 2112 26 1848 22 1800 18
8:45 1620 15 1356 9 2160 21 1932 19 1440 12
8:5C 1548 15 1296 9 2124 22 1980 21 1440 12
8:55 1356 11 1164 8 1956 19 1860 18 1368 11
9:0( 1560 15 1488 10 1728 18 1872 21 1572 15
9:05 1416 12 1032 7 1668 18 1692 19 1344 12
9:1( 1140 10 1008 7 1740 16 1572 15 1068 9
9:15 1212 9 924 6 1740 17 1728 18 1068 10
9:2( 1308 11 876 6 1788 18 1620 16 1020 8
9:25 1296 13 1068 8 1716 19 1776 20 1176 11
9:3( 1044 10 804 5 1788 22 1644 18 1068 10
9:3& 1272 11 816 5 1848 20 1716 18 936 7
9:44 1200 10 1032 7 1920 18 1800 18 1128 9
9:44 1368 13 1068 7 1980 20 1812 20 1248 10
9:5( 1428 14 1092 7 1848 23 1908 23 1296 12
9:5 1308 12 1020 7 1872 18 1764 19 1284 10
10:0( 1284 11 852 6 1776 17 1608 15 1164 9

A-42
 DETECTOR STATION 104 DETECTOR STATION 105

detector 410 detector 411 detector 412 detector 416 detector 417 detector 418

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

6:55 2124 25 1860 19 1980 19 0 0 1896 19 1908 20

7:00 2052 22 1836 18 1860 17 0 0 1800 19 1956 20
7:05 1800 18 1908 19 1896 17 0 0 1692 18 1968 20
7:10 2004 20 1968 20 2088 19 0 0 1740 19 2136 22
7:15 2028 22 1956 20 2016 18 0 0 1776 18 2076 21
7:20 1980 25 1992 22 2148 21 0 0 1992 22 2136 23
7:25 1968 26 1932 23 2232 24 0 0 1836 22 2136 25
7:30 2064 28 1848 23 2148 24 0 0 1800 23 2220 27
7:35 2040 26 1980 25 2148 25 0 0 1932 25 2148 27
7:40 2064 25 1980 24 2004 22 0 0 1956 25 1920 23
7:45 1944 25 1884 25 2268 26 0 0 1872 25 2148 27
7:50 2004 29 1944 26 2148 25 0 0 1836 25 2112 27
7:55 1896 27 2016 29 2256 33 0 0 1896 26 2148 28
8:00 1980 26 1884 23 2184 27 0 0 1908 25 2088 30
8:05 1980 27 1752 23 1992 23 0 0 1764 24 2124 28
8:10 1812 21 2088 24 1824 16 0 0 1800 21 1992 21
8:15 1596 16 1740 17 1620 14 0 0 1644 17 1668 16
8:20 2088 24 1836 19 1908 17 0 0 1752 19 1872 20
8:25 1824 20 1932 19 2064 19 0 0 1668 18 2160 23
8:30 1836 20 1716 18 1908 17 0 0 1776 20 1860 20
8:35 1764 22 1872 22 1896 18 0 0 1740 20 1920 21
8:40 1908 23 1764 21 2004 20 0 0 1584 20 2100 23
8:45 1884 20 1740 18 1620 15 0 0 1668 18 1584 16
8:50 1848 20 1980 2C 1560 14 0 0 1692 19 1752 18
8:55 1716 18 1728 17 1584 13 0 0 1572 17 1620 16
9:00 1572 17 1644 19 1752 17 0 0 1608 19 1704 18
9:05 1428 16 1596 18 1608 15 0 0 1476 18 1728 18
9:10 1332 13 1524 15 1212 11 0 0 1380 14 1332 13
9:15 1488 16 1560 16 1344 13 0 0 1440 15 1296 14
9:20 1416 15 1596 16 1296 11 0 0 1416 16 1464 15
9:25 1452 15 1632 1S 1416 13 0 0 1524 19 1428 15
9:30 1632 21 1428 17 1212 11 0 0 1392 17 1368 15
9:35 1560 18 1512 17 1308 11 0 0 1488 18 1404 14
9:4C 1704 17 1536 16 1368 12 0 0 1440 16 1452 15
9:45 1608 17 1704 18 1428 12 0 0 1500 19 1536 16
9:5C 1620 21 1740 21 1596 16 0 0 1608 22 1644 19
9:55 1692 18 1608 18 1608 14 0 0 1428 18 1728 18
10:00 1440 15 1620 1i 1380 11 0 0 1452 16 1536 14

A-43
 DETECTOR STATION 106 DETECTOR STATION 107

detector 422 letector 423 detector 424 detector 425 detector 426 detector 427

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

6:55 2088 23 1728 17 1968 20 2052 23 1728 18 1956 20

7:00 1956 21 1764 18 1980 20 2004 22 1776 19 1944 20
7:05 1812 19 1668 16 1956 20 1824 19 1632 17 1932 20
7:10 1896 19 1680 17 2076 21 1908 20 1668 18 2028 21
7:15 1968 21 1740 17 2088 21 2016 22 1668 17 2076 21
7:20 1992 26 1824 18 2028 21 2016 25 1824 19 2028 21
7:25 1920 23 1848 19 2148 23 1896 23 1836 19 2112 22
7:30 2124 26 1656 18 2196 24 2160 26 1596 18 2148 23
7:35 2016 23 1764 19 2184 25 2064 23 1776 19 2172 24
7:40 2076 24 1836 20 1992 22 2028 23 1788 20 1956 22
7:45 1944 24 1812 20 2160 25 1968 24 1740 20 2124 24
7:50 2040 26 1740 20 2124 24 2052 25 1788 21 2088 23
7:55 2004 24 1860 21 2088 24 2088 24 1848 21 1992 22
8:00 1872 23 1920 21 2004 24 1920 23 1956 21 1980 22
8:05 1992 24 1764 21 2160 24 2028 23 1788 20 2172 24
8:10 1752 20 1692 19 1968 21 1812 21 1680 20 1908 20
8:15 1548 17 1656 16 1752 17 1584 17 1644 17 1764 17
8:20 2052 25 1584 16 1968 19 2040 24 1584 17 1956 20
8:25 1776 20 1632 16 2124 22 1776 20 1668 17 2064 22
8:30 1776 20 1704 18 1992 21 1812 20 1716 19 1932 21
8:35 1692 2C 1644 17 1992 21 1752 20 1680 18 1932 20
8:40 1824 24 1620 18 2124 22 1812 23 1608 19 2076 23
8:45 1908 22 1512 16 1584 16 1896 21 1560 16 1572 17
8:50 1752 21 1620 17 1800 19 1800 21 1608 18 1776 19
8:55 1668 1I 1704 17 1644 16 1716 20 1692 18 1596 16
9:00 1584 16 1524 16 1668 18 1584 18 1524 17 1644 18
9:05 1392 17 1464 16 1728 17 1440 18 1476 17 1704 18
9:10 1212 1I 1296 13 1344 14 1224 13 1260 13 1332 14
9:15 1464 17 1392 14 1332 14 1440 17 1404 15 1344 14
9:20 1284 15 1356 14 1524 15 1260 15 1344 14 1476 16
9:25 1404 1f 1464 17 1440 14 1404 15 1476 19 1416 15
9:30 1452 2( 1296 15 1452 15 1488 20 1236 15 1452 16
9:35 1476 17 1368 16 1500 15 1500 18 1332 16 1452 15
9:4C 1572 17 1440 16 1500 15 1608 18 1440 16 1416 15
9:45 1464 17 1452 171668 16 1524 18 1428 18 1608 17
9:5C 1584 2( 1512 19 1788 2( 1572 20 1548 20 1752 20
9:55 1572 18 1344 16 1764 1 1596 18 1380 18 1716 19
10:OC 1368 1i 1404 15 1488 1 1356 16 1404 16 1524 16

A-44
 DETECTOR STATION 108 DETECTOR STATION 109

ietector 431 letector 432 letector 433 Setector 413 letector 414

TIME VOL OCC VOL OCC VOL OCC VOL oCC VOL OCC

6:55 1968 18 1752 17 2064 21 1788 16 1524 13

7:00 1872 17 1572 15 1848 18 1296 10 1452 11
7:05 1872 17 1572 15 1848 18 1596 13 1260 10
7:10 2076 19 1548 14 2064 20 1584 13 1548 12
7:15 2052 18 1656 15 1980 20 1692 16 1416 12
7:20 2100 19 1680 15 2064 22 1896 17 1296 11
7:25 2160 20 1584 15 2256 25 1944 18 1596 13
7:30 2124 21 1716 16 2172 22 1608 14 1728 15
7:35 1848 17 1776 17 2088 21 1800 16 1632 14
7:40 1848 17 1776 17 2088 21 1716 16 1728 16
7:45 2172 19 1680 18 2076 24 1860 17 1620 15
7:50 2052 18 1668 17 2208 26 2124 31 1536 15
7:55 1956 18 1764 17 2088 21 1860 20 1716 20
8:00 1956 18 1764 17 2088 21 1716 17 174C 21
8:05 2184 21 1800 18 2124 23 1752 19 1728 20
8:10 1848 20 1656 15 1896 22 1500 14 1692 1(
8:15 1920 16 1572 15 2112 22 1812 16 1536 1:
8:20 1920 16 1572 15 2112 22 1560 13 1560 1:
8:25 2028 18 1656 15 1848 19 1752 14 126C
8:30 1968 17 1596 14 1788 18 1548 123 1308 1C
8:35 1968 17 1596 14 1788 18 1620 15 1392 11
8:4C 2100 19 1632 16 1884 21 1404 11 142E 10
8:45 1500 13 1428 1: 1956 15 1416 12 1596 13
8:5( 1716 15 1596 1( 1860 15 1548 14 133:
8:55 1548 13 1704 15 1752 18 1500 13 133: 11
9:0( 1644 15 1476 11 1596 16 1320 11 115:
9:05 1704 16 1356 15 1548 17 1320 11 115: 1(
9:1( 1416 13 1212 11 1284 13 108C 109:
9:1r. 1320 1; 1308 1: 1452 16 114C 1C 1092
9:2( 1452 13 1320 1: 1332 14 112E 10 127: 14
14
9:2' 1488 13 1452 11 1380 13 1044 1188 14
9:3( 1440 13 1368 11 1440 17 1128 1( 120(
9:3' 1332 1: 1380 19 1464 1s 1104 1( 1244 1(
9:44 1416 13 1452 1i 1668 17 120C 1244 , ,
9:4, 1548 13 1428 1F 1512 1E 1188 10 116&
9:5( 1668 1E 1416 1U 1728 11 144C 1: 120(
1
9:54 1728 1E 1224 1, 1680 11 132C 1: 1324
10:0( 1476 1: 1440 1 1404 1' 97: 1 121: 1

A-45
 DETECTOR STATION 109 DETECTOR STATION 110

detector 415 detector 419 detector 497 detector 498 detector 499

TIME VOL 0CC VOL oCC VOL OCC VOL OCC VOL OCC

6:55 0 2112 17 1680 14 1320 9 2004 16

7:00 0 0ý 21001 15 1428 12 1572 11 2196 19
7:05 0 20041 16 1404 11 1548 11 2208 18
7:10 0 23041 17 1236 9 1440 11 2172 18

ol
7:15 0 22201 17 1524 12 1536 11 2352 19
0ý
7:20 0 24361 19 1284 10 1680 13 2376 20
7:25 0 0ý 2280 17 1452 12 1728 13 2460 23
7:30 0 2244 19 1536 12 1680 13 2412 21
0ý
7:35 0 2292 20 1632 13 1704 14 2220 23
0ý
7:40 0 22321 21 1716 17 1752 16 2184 25
7:45 0 2388 25 1884 16 1608 14 2244 23
0ý
7:50 0 0 2208 24 1728 15 1920 17 2340 27
7:55 0 1812 36 1680 15 1620 16 2112 29
8:00 0 1668 38 1968 19 1584 16 1908 40
8:05 0 0 1572 25 1680 16 1584 15 2232 28
8:10 0 16801 32 1488 14 1500 16 1920 35
8:15 0 0 2040 15 1836 16 1704 16 2136 26
8:20 0 0 2220 16 1368 10 1548 11 2184 17
8:25 0 0 1944 14 1524 10 1488 11 2280 17
8:30
8:35
-oi
0
0
0
0
2064
23881
15
18
1272
1248
9
9
1404
1488
10
10
2232
2160
18
16
8:40 0 13 1308 10 1596 11 2364 18
8:45 16 1344 9 1356 10 2040 15
0 0
8:50 1848 14 1308 10 1500 11 2172 17
0
8:55 16 1152 9 1452 10 2052 16
0
9:00 1848 14 1356 11 1368 10 2208 18
0
9:05 0 1848 14 1056 8 1284 10 1944 15
0 0C
9:10 0l 0 1704 13 1140 9 1164 9 1884 15
0 0
9:15 0l 0C1428 11 1116 9 1320 11 1584 13
0
9:20 0l 0C
1596 13 1188 9 1128 8 1680 13
9:25 0l 1644
C 13 1164 9 1272 11 1788 14
0
9:30 C, 1596 13 996 8 1308 10 1812 15
0
9:35 C 1596 12 1236 10 1200 10 1728 13
9:40 0
0 1680 13 1152 9 1212 10 1812 13
9:45 0 1680 12 1224 9 1344 11 1716 12
9:50 1848 14 1092 8 1368 12 1884 14
9:55 1884 15 1320 11 1272 11 1908 15
10:00 1488 12 1116 9 1236 9 1956 14

A-46
 DETECTOR STATION 556 DETECTOR STATION 557

detector 2601 detector 2602 detector 2603 detector 2606 detector 2607 detector 2608

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

6:55 1488 12 1356 10 684 5 828 7 1104 8 924 6

7:00 1404 11 1332 10 792 5 696 6 1224 9 1080 7
7:05 1164 9 1308 10 660 5 600 4 1200 8 840 5
7:10 1440 11 1392 10 684 5 636 5 1176 8 1008 5
7:15 1224 10 1584 12 936 6 612 4 1344 9 1020 5
7:20 1284 11 1620 12 732 5 816 6 1440 9 924 5
7:25 1440 11 1512 11 984 7 720 5 1332 9 1104 7
7:30 1512 11 1488 11 708 4 828 6 1284 8 924 5
7:35 1548 13 1536 12 732 5 936 7 1260 8 1032 6
7:40 1632 13 1428 11 732 5 924 7 1308 8 984 5
7:45 1632 14 1536 14 924 7 768 6 1284 9 936 4
7:50 1392 11 1380 12 684 6 744 6 1248 9 888 4
7:55 1788 15 1236 10 672 5 960 7 1200 8 888 4
8:00 1500 12 1284 9 624 5 792 6 1272 8 636 3
8:05 1368 12 1080 9 552 4 744 6 984 6 708 3
8:10 1632 13 1404 11 696 5 996 7 1200 8 792 4
8:15 1368 10 1500 11 696 4 876 6 1188 8 948 4
8:20 1392 10 1428 10 528 3 804 6 1224 8 708 3
8:25 1260 9 1224 9 480 3 816 5 1104 7 636 3
8:30 1092 8 1452 10 648 4 684 4 1296 8 756 4
8:35 1308 10 1488 11 768 5 768 6 1224 8 924 5
8:40 1224 8 1296 10 612 4 852 6 1320 8 768 4
8:45 1272 10 1308 10 552 3 756 5 1140 7 708 3
8:50 1128 8 1260 9 420 2 624 4 1128 7 684 3
8:55 1224 10 1188 8 480 3 696 5 1056 7 684 3
9:00 1044 8 1200 11 600 4 648 5 1020 8 708 4
9:05 1116 8 1044 8 348 2 600 4 972 7 684 4
9:10 1116 9 1152 9 456 3 660 5 1044 7 588 4
9:15 1032 8 1200 9 432 3 588 5 1092 7 696 3
9:20 1104 8 1200 1C 504 3 636 4 1188 8 516 2
9:25 876 7 1212 1C 444 3 576 4 1128 8 636 4
9:30 1272 10 1068 8 528 3 708 5 936 7 612 4
9:35 1152 9 1152 1C 444 3 708 5 1068 7 588 3
9:40 1236 9 1164 C1 540 3 780 6 1236 9 696 4
9:45 924 7 1308 11 420 2 600 5 1188 9 696 4
9:50 1104 9 1260 11 564 4 516 4 1152 8 600 3
9:55 1212 9 1128 9 564 3 708 5 996 7 708 4
10:00 1032 8 1092 1C 396 2 600 4 912 7 696 4

A-47
 DETECTOR STATION 465

detector 2611 detector 2612 detector 2613 detector 2614

TIME VOL OCC VOL OCC VOL OCC VOL OCC

6:55 648 5 816 5 0 100 1380 12

7:00 924 7 792 5 0 100 1428 11
7:05 672 5 960 7 0 100 1656 15
7:10 420 2 900 6 0 100 1404 11
7:15 312 2 840 6 0 100 1524 12
7:20 312 2 840 7 0 100 1716 13
7:25 372 3 1116 10 0 100 1740 14
7:30 456 3 960 7 0 100 1860 16
7:35 588 5 924 7 0 100 1632 13
7:40 456 3 1236 9 0 100 1656 13
7:45 528 4 996 7 0 100 1692 14
7:50 372 3 1140 9 0 100 1860 15
7:55 480 4 948 7 0 100 1560 12
8:00 528 4 1044 7 0 100 1644 12
8:05 684 5 1104 8 0 100 1416 11
8:10 528 4 1092 8 0 100 1308 10
8:15 684 5 1104 7 0 100 1524 12
8:20 372 3 1212 9 0 100 1608 12
8:25 648 4 1272 9 0 100 1272 9
8:30 420 2 1224 8 0 100 1332 10
8:35 384 3 1032 7 0 100 1428 11
8:40 468 3 1020 8 0 100 1296 10
8:45 516 4 1104 8 0 100 1476 11
8:50 408 2 1068 7 0 100 1356 10
8:55 372 2 1008 6 0 100 1212 9
9:00 372 2 1212 9 0 100 1188 9
9:05 456 3 948 7 0 100 1392 12
9:10 384 2 1032 7 0 100 1236 9
9:15 336 2 936 7 0 100 1152 9
9:20 384 3 1140 10 0 100 1272 10
9:25 216 1 1056 8 0 100 1176 9
9:30 288 2 1068 9 0 100 1428 12
9:35 432 3 996 8 0 100 1056 9
9:40 324 2 1236 9 0 100 1356 11
9:45 432 3 1368 10 0 100 1248 11
9:50 384 2 1152 9 0 100 1404 12
9:55 264 1 972 8 0 100 1272 10
10:00 480 3 1392 11 0 100 1236 11

A-48
 DETECTOR STATION 466 DETECTOR STATION 467

detector 2617 detector 2618 detector 2619 detector 2620 detector 2621 detector 2622

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

6:55 0 0 0 0 384 3 1092 9 1560 11

7:00 o0 0 0 0 0 0 324 2 1092 9 1320 10
o0
7:05 0 0 0 0 288 2 1320 10 1560 13
7:10 0 0o 0 0 0 0 300 2 1260 9 1704 14
7:15 0 0o 0 0 0 0 324 2 1428 11 1788 14
7:20 0 0 0 0 0 0 276 2 1476 12 1932 14
0 0
7:25 0 0 0 0 312 2 1500 13 2016 15
0 0
7:301 0 0 0 0 216 2 1620 13 2136 16
0 0
7:35 0 0 0 0 336 3 1524 13 2052 16
7:40 o0 0 0 0 0 0 348 2 1512 11 2124 16
o 0
7:45 0 0 0 0 432 3 1476 12 2028 15
0 0o
7:501 0 0 0 0 432 3 1548 13 2088 16
0 0
7:55 0 0 0 0 468 3 1464 12 2172 18
o 0
8:00 0 0o 0 0 0 0 408 2 1308 10 1824 13
8:05 0 0a 0 0 0 0 360 3 1344 10 1896 13
8:10 0 0 0 0 0 0 324 2 1296 10 1884 13
8:15 0 01 0 0 0 0 396 3 1176 9 1668 12
8:20 0 0 0 0
0 0 0 288 2 1380 11 2064 15
8:25 0 0 0 0
0 0 0 396 3 1380 11 1968 14
8:30 o 0 o0 o0
0 0 0 312 2 1296 10 1836 13
8:35 o 0 0 0 0 0 324 2 1068 8 1548 12
8:40 0 0 0
0 0
0 0 0 324 2 1464 12 2016 14
8:45 0 0 0 0 0 0 312 2 1404 11 1872 14
01o
0 0
8:50 0 0 0 0 252 2 1296 10 1668 12
8:55 o0 0 0 o0 0 0 216 1 1452 11 1836 13
9:00 o0 0 o o0 0 0 204 2 1116 8 1548 11
9:05| o0 0 o o0 0 0 300 2 1344 11 1476 11
9:101 0 0 o o 0 0 276 2 1368 12 1728 14
9:15
0
o o 0 0 144 1 1296 10 1524 11
0
9:20 0 0o 0 0 0 0 336 3 1332 12 1776 14
9:25 o0 0 o o 0 0 180 1 1428 12 1776 13
9:30 o0 0 o o0 0 0 168 1 1668 15 1788 15
9:35 o0
0
0 oo o0
o 0 0 180 1 1296 12 1692 15
0
9:40 0 0 228 2 1296 11 1488 11
o0 o6
9:45 o0
0 0
0 o 0 0 0 288 2 1440 12 1848 15
9:50 o o 0 0 372 3 1368 13 1932 16
0 0
o0
9:55 o0 o0 0
0 432 3 1296 11 1752 15
10:00 0 0 528 5 1296 12 1596 14

A-49
 DETECTOR STATION 468 DETECTOR STATION 469

detector 2625 detector 2626 detector 2627 detector 2630 detector 2631

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

6:55 912 7 1032 3 756 6 480 3 1104 8

7:00 648 4 1032 3 672 5 456 3 1092 8
7:05 744 5 1176 3 816 6 456 3 1092 8
7:10 876 6 1248 4 672 5 420 3 1008 7
7:15 852 6 1248 4 732 5 432 3 1248 9
7:20 1044 7 1380 4 912 6 564 4 1344 9
7:25 1092 8 1332 4 840 6 588 4 1200 9
7:30 1032 7 1572 5 780 6 588 4 1452 10
7:35 1296 9 1308 4 936 7 564 4 1308 10
7:40 996 7 1320 4 972 7 600 4 1344 9
7:45 936 6 1452 4 1020 7 732 5 1356 10
7:50 1068 7 1452 4 1080 8 732 5 1356 10
7:55 1044 7 1416 4 1224 9 588 4 1404 10
8:00 888 6 1236 4 984 7 612 5 1224 9
8:05 780 5 1212 4 852 6 624 5 1344 10
8:10 804 5 1152 2 912 7 624 5 1236 9
8:15 708 5 1104 2 852 7 600 5 1140 8
8:20 960 6 1428 4 768 5 528 4 1308 9
8:25 1044 7 1392 4 876 6 660 5 1308 9
8:30 804 5 1212 4 984 7 564 4 1296 9
8:35 588 4 1080 3 720 5 528 4 1092 8
8:40 840 5 1344 4 936 6 672 5 1164 9
8:45 660 5 1428 4 828 6 720 5 1284 9
8:50 732 5 1188 4 936 7 612 4 1224 9
8:55 672 4 1260 4 852 6 600 5 1236 9
9:00 756 5 1140 . 852 6 552 4 1056 7
9:05 648 4 1236 "4 756 6 588 4 1152 8
9:10 720 5 1272 4 924 6 684 5 1140 10
9:15 648 4 1140 ; 840 6 600 4 1140 8
9:20 624 4 1164 3 804 7 744 6 1128 8
9:25 708 5 1320 4 1020 8 648 5 1224 9
9:30 576 4 1344 4 912 7 672 5 1260 9
9:35 660 5 1368 4 900 7 708 5 1272 10
9:40 456 2 996 900 7 576 4 912 7
9:45 708 5 1212 4 1080 8 648 5 1164 9
9:50 552 4 1308 996 8 612 5 1200 9
9:55 540 3 1248 4 1092 8 696 5 1080 8
10:00 672 5 1200 1284 11 684 5 1092 9

A-50
 DETECTOR STATION 469 DETECTOR STATION 479

detector 2632 detector 2633 detector 2634 detector 2635 detector 2636

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

6:55 984 7 708 5 1080 8 984 6 648 4

7:00 1008 7 588 4 972 7 1020 7 588 3
7:05 1008 7 588 4 1164 8 1260 8 1044 6
7:10 1152 7 624 5 1056 8 1488 10 1104 6
7:15 1176 7 852 6 1380 10 1404 9 1104 6
7:20 1224 8 852 6 1236 9 1368 9 1044 6
7:25 1140 7 876 6 1392 10 1500 10 1320 8
7:30 1344 8 960 7 1416 10 1512 10 1428 9
7:35 1524 10 1068 7 1320 10 1512 10 1308 8
7:40 1308 8 804 5 1536 11 1500 10 1248 7
7:45 1332 8 972 7 1380 10 1524 10 1200 7
7:50 1332 8 972 7 1344 10 1668 11 1452 9
7:55 1332 9 1152 8 1464 11 1596 11 1452 8
8:00 1260 8 900 6 1284 10 1272 9 1104 6
8:05 1164 8 984 7 1332 10 1380 9 1212 7
8:10 1104 7 804 5 1452 11 1488 10 1200 7
8:15 1212 8 852 6 1296 9 1356 9 912 5
8:20 1188 8 756 6 1452 11 1488 10 1128 7
8:25 1272 8 864 6 1272 9 1476 10 1260 7
8:30 1140 7 840 6 1140 8 1236 8 864 4
8:35 900 6 648 4 1284 9 1152 7 816 5
8:40 1188 7 696 5 1260 10 1284 9 912 5
8:45 1152 8 768 5 1260 10 1464 10 972 6
8:50 1164 9 840 6 1176 9 1380 9 1032 6
8:55 1128 7 828 5 1200 8 1212 8 756 4
9:00 1056 6 576 4 1104 8 1188 8 792 4
9:05 888 6 564 3 1128 9 1068 7 504 3
9:10 852 6 480 3 1308 10 1068 8 804 5
9:15 960 6 492 3 1104 8 900 6 612 3
9:20 864 6 408 3 1212 10 996 7 624 3
9:25 948 7 492 3 1308 10 1104 7 600 3
9:30 900 6 480 3 1344 10 1080 7 540 3
9:35 960 7 456 3 1080 8 924 6 480 2
9:40 732 5 408 3 1068 8 948 6 600 3
9:45 924 6 420 3 1212 9 1092 7 612 3
9:50 960 6 492 3 1236 9 1044 8 612 3
9:55 948 6 468 3 1188 9 1152 8 540 3
10:00 1008 7 468 3 1056 8 1032 7 528 3

A-51
 DETECTOR STATION 489

detector 2638 detector 2639 detector 2640 detector 2641

TIME VOL OCC VOL OCC VOL OCC VOL OCC

6:55 660 3 864 4 864 4 708 2

7:00 516 2 828 4 792 3 540 2
7:05 780 4 864 4 912 4 828 3
7:10 576 2 948 4 1188 5 1032 4
7:15 816 4 1080 5 1296 6 1032 4
7:20 708 3 1188 6 1176 5 996 3
7:25 804 4 1272 6 1128 5 1188 4
7:30 1008 5 1164 6 1308 6 1248 5
7:35 924 4 1176 6 1224 6 1248 5
7:40 972 5 1176 5 1164 5 1080 4
7:45 1044 5 1452 7 1380 6 1080 4
7:50 960 4 1392 7 1308 6 1104 4
7:55 1116 5 1284 6 1440 6 1296 4
8:00 984 5 1188 6 1080 5 1116 4
8:05 900 4 1176 5 1176 5 948 3
8:10 900 4 1332 7 1248 5 1104 4
8:15 888 4 1080 5 1044 5 696 2
8:20 1044 5 1284 6 1260 6 1008 3
8:25 1056 5 1164 5 1140 5 912 3
8:30 852 4 1128 5 1056 4 828 3
8:35 768 3 1008 5 1140 5 768 2
8:40 912 4 1092 6 1128 5 696 2
8:45 696 3 1128 5 1128 5 852 3
8:50 816 4 1128 5 1164 5 792 2
8:55 852 4 1104 5 1116 5 672 2
9:00 756 3 900 4 936 4 .648 2
9:05 708 3 912 4 972 4 408 1
9:10 696 3 1128 6 888 4 600 2
9:15 684 3 960 4 792 4 348 1
9:20 840 4 984 5 840 4 432 1
9:25 648 3 972 5 1068 4 516 2
9:30 672 3 11041 5 840 3 516 2
9:35 540 2 912 4 732 3 468 1
9:40 552 2 888 4 912 4 408 1
9:45 684 3 1140 5 804 3 540 2
9:50 684 3 1032 5 960 4 612 2
9:55 672 3 984 5 948 4 576 2
10:00 600 3 936 5 852 4 444 1

A-52
 DETECTOR STATION 490

detector 2643 detector 2644 detector 2645 detector 2646

-I-I -I- f-

IME VOL OCC VOL OCC VOL OCC VOL OCC

6:55 1068 7 924 7 996 6 660 4

7:00 1044 8 840 6 648 4 480 3
7:05 1128 8 792 5 912 6 720 4
7:10 1128 8 912 6 996 6 948 6
7:15 1524 11 984 7 1116 7 1164 7
7:20 1428 10 972 7 1116 7 996 6
7:25 1428 10 972 7 1116 7 996 6
7:30 1392 10 1008 8 1044 6 876 5
7:35 1752 12 1200 9 1104 8 1200 8
7:40 1560 11 .1200 8 1188 7 1128 7
7:45 1812 14 1260 9 1212 7 1116 7
7:50 1800 14 1224 10 1248 8 1080 7
7:55 1860 14 1356 10 1332 8 1164 7
8:0C 1860 14 1356 10 1332 8 1164 7
8:0O 1632 11 1164 7 1164 8 972 6
8:1C 1668 12 1212 9 1068 7 1104 7
8:15 1428 10 1116 8 1020 6 828 5
8:2C 1824 13 1092 8 912 6 876 5
8:25 1740 12 1092 8 1200 8 888 5
8:30 1404 9 996 7 756 5 780 4
8:35 1200 8 900 6 972 6 804 5
8:4( 1368 9 996 8 960 6 648 4
8:45 1308 8 1080 8 960 6 792 5
8:5( 1440 11 1092 8 1008 8 816 5
8:5 1404 10 1068 8 1068 7 732 4
9:0( 1044 7 876 6 912 6 660 4
9:0x 1092 8 768 6 708 4 588 3
9:1( 1320 10 852 7 708 5 552 3
9:1,C 1128 8 828 6 768 5 444 3
9:2( 1068 8 708 6 756 5 480 3
9:2f 1152 8 876 6 924 6 456 3
9:3C 1200 8 864 6 672 5 552 4
9:3 960 6 780 6 636 4 588 3
9:4 960 6 888 6 672 4 576 3
9:46 1188 8 768 6 840 5 540 3
9:5 1080 8 816 6 852 5 660 4
9:51 1152 8 684 5 840 6 612 4
10:0 1044 7 948 7 756 5 564 3

A-53
 DETECTOR STATION 491

detector 2648 detector 2649 detector 2650

TIME VOL OCC VOL OCC VOL OCC

6:55 864 7 876 6 816 5

7:00 756 6 636 5 600 4
7:05 828 6 744 5 660 4
7:10 684 5 876 6 792 5
7:15 1032 9 1176 8 1212 8
7:20 996 8 1080 8 900 6
7:25 960 8 1044 7 924 6
7:30 1188 10 1152 8 1092 7
7:35 960 7 1188 9 1140 9
7:40 1080 8 1056 7 1044 7
7:45 1224 9 1152 8 1152 8
7:50 1056 9 1176 8 1092 8
7:55 864 7 1188 8 1152 8
8:00 1224 11 1128 8 984 7
8:05 936 7 996 8 1092 8
8:10 936 8 1092 8 1008 7
8:15 972 7 840 6 864 6
8:20 876 7 936 6 792 6
8:25 936 8 996 7 1032 7
8:30 744 5 768 5 780 5
8:35 792 6 828 6 876 6
8:40 864 8 792 6 768 5
8:45 780 6 900 6 864 6
8:50 948 8 792 7 804 6
8:55 840 7 900 6 720 5
9:00 624 5 888 7 672 5
9:05 744 6 732 5 672 4
9:10 756 8 552 4 612 4
9:15 840 7 768 6 564 4
9:20 564 5 708 5 468 3
9:25 816 7 876 7 432 3
9:30 720 6 660 5 480 3
9:35 732 7 624 5 684 5
9:40 804 7 756 5 624 4
9:45 744 6 828 5 564 4
9:50 792 6 936 7 660 4
9:55 720 6 804 6 720 5
10:00 924 8 696 5 564 4

A-54
 detector 722 detector 723 detector 434 detector 435 detector 95 detector 2191

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

6:55 0 100 252 3 456 3 828 7 1608 19 1644 6

7:00 0 100 180 2 216 1 756 6 2028 23 1596 5
7:05 0 100 264 2 216 1 756 6 1416 15 1752 6
7:10 0 100 264 3 300 2 840 7 1440 15 1788 6
7:15 0 100 396 4 456 3 984 9 1584 17 1752 6
7:20 0 100 240 2 396 3 1272 12 1668 20 1908 7
7:25 0 100 288 3 504 4 1092 10 1956 25 1728 6
7:30 0 100 300 3 444 3 1308 12 1956 23 1908 7
7:35 0 100 408 4 552 5 1392 13 1836 20 1896 6
7:40 0 100 336 3 552 5 1392 13 1812 20 2028 7
7:45 0 100 372 4 504 4 1608 15 1872 21 1860 6
7:50 0 100 456 4 504 4 1344 .14 1884 21 1956 7
7:55 0 100 324 3 396 3 1200 11 2040 26 1980 7
8:00 0 100 240 2 396 3 1200 11 1740 19 2076 7
8:05 0 100 276 3 408 3 1104 10 1872 20 1944 7
8:10 0 100 228 2 480 4 972 10 1680 18 2088 7
8:15 0 100 204 2 492 4 1188 10 1536 16 1728 6
8:20 0 100 252 2 492 4 1188 10 1896 21 1908 6
8:25 0 100 180 1 432 3 1032 8 1668 17 2016 7
8:30 0 100 228 2 384 2 1068 8 1728 18 1740 6
8:35 0 100 216 2 384 2 1068 8 1788 20 1656 6
8:40 0 100 252 2 384 3 1044 9 1692 19 1704 6
8:45 0 100 252 2 408 3 960 7 1368 14 1860 6
8:50 0 100 240 2 528 3 1308 11 1572 17 1752 6
8:55 0 100 216 2 480 3 960C 8 1632 18 1860 6
9:00 0 100 216 2 468 3 1140 9 1536 16 1692 6
9:05 0 100 192 2 372 2 924 7 1428 16 1644 6
9:10 0 100 132 1 360 2 744 6 1104 11 1272 4
9:15 0 100 276 2 456 3 852 7 1164 12 1308 4
9:20 0 100 216 2 540 4 744 6 1068 13 1416 5
9:25 0 100 216 2 456 3 780 6 1140 12 1464 5
9:30 0 100 180 1 288 2 660 6 1128 13 1416 5
9:35 0 100 204 2 372 2 696 5 1116 13 1500 5
9:40 0 100 96 1 276 1 780 6 1188 13 1416 5
9:45 0 99 120 1 384 3 768 6 1080 12 1560 5
9:5C 0 100 108 1 468 3 900 7 1536 18 1548 5
9:55 0 100 96 1 384 3 900 8 1344 16 1524 5
10:OC0 0 100 84 0 324 2 696 5 1284 15 1464 5

A-55
 detector 2604 detector 2605 detector 2609 detector 2610 detector 2615 detector 2616

TIME VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC VOL OCC

6:55 156 1 0 0 624 4 204 3 156 3 0 0

7:001 120 1 0 0 708 7 324 5 132 2 0 0
7:05 108 1 0 0 708 4 168 2 156 3 0 0
7:10 216 2 0 0 648 5 324 5 204 4 0 0
7:15 156 1 0 0 744 5 264 4 192 4 0 0
7:20 228 3 0 0 696 6 360 5 228 4 0 0
7:25 168 1 0 0 720 5 300 5 228 5 0 0
7:30 216 2 0 0 684 4 372 6 228 4 0 0
7:35 144 1 0 0 600 4 480 8 156 3 0 0
7:40 300 3 0 0 588 4 396 7 288 6 0 0
7:45 276 4 0 0 780 5 348 5 204 3 0 0
7:50 216 3 0 0 636 4 456 7 240 5 0 0
7:55 216 2 0 0 720 4 312 4 216 4 0 0
8:00 252 2 0 0 636 4 408 6 252 5 0 0
8:05 180 2 0 0 612 4 504 8 216 5 0 0
8:10 168 2 0 0 720 5 372 6 264 6 0 0
8:15 204 2 0 0 708 5 384 7 168 3 0 0
8:20 168 2 0 0 756 5 468 8 252 6 0 0
8:25 168 1 0 0 696 5 516 9 204 4 0 0
8:30 216 2 0 0 768 5 264 4 276 7 0 0
8:35 252 2 0 0 660 5 408 6 252 5 0 0
8:40 228 2 0 0 768 5 336 5 276 6 0 0
8:45 228 2 0 0 768 5 264 4 312 7 0 0
8:50 120 1 0 0 684 5 360 5 264 5 0 0
8:55 204 1 0 0 756 6 528 9 216 4 0 0
9:00 192 1 0 0 744 5 456 7 240 5 0 0
9:05 204 1 0 0 804 5 396 6 228 5 0 0
9:10 192 1 0 0 792 6 468 7 204 5 0 0
9:15 192 1 0 0 780 5 432 7 252 7 0 0
9:20 120 1 0 0 804 5 372 6 360 9 0 0
9:25 120 1 0 0 984 7 468 9 348 8 0 0
9:30 60 0 0 0 708 6 312 6 300 7 0 0
9:35 240 2 0 0 948 7 480 8 312 7 0 0
9:40 264 2 0 0 900 7 528 9 264 8 0 0
9:45 204 2 0 0 1068 9 540 10 336 9 0 0
9:50 156 1 0 0 936 7 432 7 324 10 0 0
9:55 144 1 0 0 816 6 516 7 324 12 0 0
I10:00 144 1 0 0 660 5 528 9 348 8 0 0

A-56
 detector 2624 detector 2628 detector 2629 detector 2637

TIME VOL OCC VOL OCC VOL OCC VOL OCC

6:55 60 0 396 3 396 4 588 5

7:00 84 0 384 4 348 3 288 2
7:05 120 1 540 5 348 3 624 5
7:10 204 3 756 8 552 6 648 6
7:15 144 2 540 7 636 8 600 5
7:20 156 1 . 564 5 648 8 576 5
7:25 48 0 552 5 588 6 636 5
7:30 180 2 648 6 564 6 756 7
7:35 144 1 612 6 684 8 612 5
7:40 120 1 684 7 672 8 936 8
7:45 240 3 708 6 648 7 936 8
7:50 240 3 636 6 648 7 1008 9
7:55 312 4 684 7 816 9 1008 9
8:00 120 1 744 7 876 12 1020 9
8:05 204 3 768 7 744 8 852 7
8:10 180 2 780 7 948 12 816 7
8:15 144 2 648 6 756 8 756 6
8:20 180 3 624 6 624 6 840 7
8:25 132 2 672 7 804 10 852 7
8:30 156 1 600 6 432 5 744 6
8:35 168 1 672 7 660 8 804 7
8:40 216 2 852 8 552 8 744 6
8:45 120 1 840 8 564 6 504 5
8:50 216 2 504 5 564 7 852 8
8:55 324 3 792 7 684 9 792 7
9:00 216 2 624 6 516 5 660 6
9:05 312 3 672 6 480 6 756 7
9:10 156 1 600 7 288 3 576 4
9:15 180 2 660 7 456 6 468 4
9:20 192 2 720 8 348 4 648 5
9:25 216 2 684 7 408 6 492 4
9:30 180 1 780 8 408 5 600 6
9:35 228 2 660 7 324 3 468 4
9:40 204 2 744 9 468 6 600 5
9:45 204 2 636 7 468 5 684 6
9:50 144 1 780 10 384 4 720 7
9:55 240 2 828 9 468 6 648 6
10:00 312 3 612 7 360 4 492 4

A-57
 detector2642 detector 2647 detector 2651

TIME VOL OCC VOL OCC VOL OCC

6:55 504 5 336 2 360 4

7:00 408 4 228 1 336 3
7:05 336 3 288 2 348 3
7:10 360 3 216 1 300 3
7:15 624 5 384 3 432 4
7:20 540 4 408 4 432 4
7:25 624 6 408 4 384 4
7:30 336 3 492 4 504 5
7:35 720 6 288 2 588 6
7:40 756 7 504 4 600 6
7:45 696 6 444 3 648 6
7:50 780 7 492 4 552 5
7:55 840 7 444 3 732 7
8:00 768 7 444 3 744 7
8:05 612 5 348 3 624 6
8:10 816 8 384 3 564 5
8:15 672 6 324 2 420 4
8:20 600 5 408 3 768 8
8:25 408 3 468 4 600 6
8:30 648 6 288 2 708 7
8:35 588 5 324 3 492 5
8:40 528 4 312 2 456 5
8:45 672 6 348 2 420 4
8:50 576 5 420 4 504 5
8:55 468 4 432 4 756 8
9:00 468 4 276 2 336 3
9:05 444 4 264 2 336 3
9:10 372 3 336 3 516 5
9:15 552 6 264 2 360 3
9:20 444 4 204 2 336 3
9:25 432 4 300 2 396 4
9:30 456 4 240 2 264 3
9:35 480 4 288 2 252 2
9:40 516 5 516 4 288 3
9:45 540 5 372 3 192 2
9:50 408 3 336 2 288 2
9:55 384 3 300 2 180 1
10:00 492 4 336 3 252 2

A-58
 Calibrations for 1-94 EB During the University of Minnesota Ramp Construction

FRESIM :

* default vehicle set.

* car following factors = 15 to 6.
* acceleration lag = 0.3 sec.
* deceleration lag = 0.3 sec.
* lane change time = 3 sec.
* vehicle generation minimum separation = 1.0 sec.
* percentage of drivers willing to yield = 20 percent.
minimum non-emergency deceleration = 0.8 ft/sec 2

A IMSUN2:
vehicle characteristics:
* length =4.8m.
* width= 1.8 m.
* desired speed = 104 kph.
* maximum acceleration = 2.8 m/sec 2
maximum deceleration = 3.5 m/sec 2

simulation parameters:
Ssimulation step size = 0.75sec
Sspeed acceptance = 0.80
braking coefficient = 2.0
zone 1 distance = 300 m
zone 2 distance = 75 m
minimum distance between vehicles = 1.2 m
queue speed = 1.0 m/sec2
queue leaving speed = 4.0 m/sec 2
Sjunction visibility = 25 m
cruising tolerance = 0.80

FREFLO :

* relaxation time = 75 sec/mile

* anticipation coefficient = 0.25 miles2/hour
* capacities as listed on the freeway geometrics
* cubic polynomial speed-density relationship

speed = 79 - 102 (k * 10"2) + 68 (k * 10"2) 2 - 26 (k* 10-2) 3

A-59
FREQ 11:

* capacities as listed on the freeway geometrics

* points on the speed-V/C curve

Points on Upper of Speed-V/C curve Points on Lower of Speed-V/C curve

Portion Portion
V/C ratio speed (mph) V/C ratio speed (mph)
0.00 65 0.00 0
0.44 65 0.25 8
0.71 57 0.65 21
0.81 48 0.94 31
0.91 41 1.00 34
0.96 36
1.00 34

KRONOS:

Sjam density = 130 vpm

* maximum capacity = 2100 vph
* density at maximum capacity = 45 vpm
* density at end of linear region of QK curve = 18 vpm
* flow rate at end of linear region of QK curve = 1175 vph
* capacities as listed on the freeway geometrics

INTEGRATION:

* mailine freeflow speed = 104 kph

* ramp freeflow speed for capacities less than 2100 vph = 72 kph
* ramp freeflow speed when capacity is 2100 vph = 104 kph
i capacities as listed on the freeway geometrics
* speed at capacity for mainline and 2100 vph capacity ramps= 72 kph
* speed at capacity for all other ramps = 56.4 kph
* mainline jam density when capacity is 2400 vphpl = 91.7 vpkpl
* mainline jam density when capacity is 2100 vphpl = 80.3 vpkpl
* ramp jam density when capacity is 2100 vph = 80.3 vpkpl
* all other ramp jam densities = 130 vpkpl

A-60
 Appendix B

Qualitative Test Cases

Geometrics for 1-494 Westbound at the TH-100 Cloverleaf B-3

Flow Data for Test Case 1-A : 1-494 Congestion Spillback B-4

Calibration Parameters for Test Case 1-A : 1-494 Congestion B-5

Spillback

Flow Data for Test Case 1-B : 1-494 Conservation B-7

Calibration Parameters for Test Case 1-B : 1-494 Congestion B-8

Density Tables for Test Case 1-A: I-494WB Congestion Spillback B-10

Geometrics for 1-35W Through Bumsville B-16

Flow Data for Test Case 2-A : 1-35W Congestion Spillback B-17

Calibration Parameters for Test Case 2-A : I-35W Congestion B-18

Spillback

Flow Data for Test Case 2-B : I-35W Incident Spillback B-20

Calibration Parameters for Test Case 2-B : 1-35W Incident B-21

Spillback

Density Tables for Test Case 2-A : I-35W Congestion Spillback B-23

Density Tables for Test Case 2-B : I-35W Incident Spillback B-30

B-1
 Appendix B

Qualitative Test Cases

Geometrics for Multiple Lane Drop Freeway B-38

Flow Data for Test Case 3-A : Multiple Lane Drop Congestion B-39
Spillback

Calibration Parameters for Test Case 3-A : Multiple Lane Drop B-40
Congestion Spillback

Flow Data for Test Case 3-B : Multiple Lane Drop Incident B-42
Spillback

Calibration Parameters for Test Case 3-B : Multiple Lane Drop B-43
Incident Spillback
Density Tables for Test Case 3-A: Multiple Lane Drop Congestion B-45
Spillback

Density Tables for Test Case 3-B : Multiple Lane Drop Incident B-52
Spillback

B-2
 1-494 Westbound at the TH-100 Cloverleaf

cap : 6300 vph cap : 7800 vph cap : 6300 vph cap : 7800 vph cap :6300 vph
len: 1390 ft len :600 ft len : 2340 ft len : 250 ft len :1550 ft
0.421 km 0.182 km 0.709 km 0.076 km 0.470 km

ramp cap : 1500 vph ramp cap : 1500 vph

ramp len : 800 ft ramp len : 1500 ft
0.242 km 0.455 km

-- .....^---^.... . . . . .-
cap : 7800 vph cap : 6300 vph cap : 7800 vph cap : 6300 vph cap : 7800 vph
len : 400 ft len : 750 ft len : 500 ft len: 1925 ft len: 1185 ft
0.121 km 0.227 km 0.152 km 0.583 km 0.359 km

ramp cap : 1500 vph ramp cap : 1500 vph ramp cap : 1500 vph
ramp len : 1500 ft ramp len : 600 ft ramp len : 500 ft
0.455 km 0.182 km 0.152 km

,I,.,,IL~----
...,,- ,. . . . . - ---- --------
.-............-.................--.......
.. ---.
--------------------------------- ~--

cap : 4800 vph cap : 6300 vph cap : 4800 vph cap : 6300 vph cap : 4400 vph
len :800 ft len : 400 ft, 0.121 km len:810 ft len : 1015 ft, 0.308 km len : 205 ft
0.242 km 0.245 km 0.850 km
ramp cap : 1500 vph ramp cap : 1500 vph
on ramp len : 600 ft on ramp len : 600 ft
0.182 km 0.182 km
off ramp len : 500 ft off ramp len : 500 ft
0.152 kmn 0.152 km

7...7 ------
7...-.....
7..

B-3
 Flow Data for Test Case 1-A : 1-494 Congestion Spillback

time slice mainline vol. ramp 1 vol. ramp 2 vol. ramp 3 vol. ramp 4 vol.
(vph) (vph) (vph) (vph) (vph)
1 4500 300 300 300 300
2 4500 300 300 300 300
3 4500 300 300 300 300
4 4500 300 300 300 300
5 4500 300 300 300 300
6 4500 300 300 300 300
7 4500 300 300 300 300
8 4500 300 300 300 300
9 4500 300 300 300 300
10 4500 300 300 300 300
11 2000 300 300 300 300
12 2000 300 300 300 300
13 2000 300 300 300 300
14 2000 300 300 300 300
15 2000 300 300 300 300
16 2000 300 300 300 300
17 2000 300 300 300 300
18 2000 300 300 300 300

time slice ramp 5 vol. ramp 6 vol. ramp 7 vol. ramp 8 vol. ramp 9 vol.
(vph) (vph) (vph) (vph) (vph)
1 600 300 300 300 1200
2 600 300 300 300 1200
3 600 1200 1200 300 1200
4 600 1200 1200 300 1200
5 600 1200 1200 300 1200
6 600 1200 1200 300 1200
7 600 1200 1200 300 1200
8 600 1200 1200 300 1200
9 600 1200 1200 300 1200
10 600 1200 1200 300 1200
11 600 300 300 300 1200
12 600 300 300 300 1200
13 600 300 300 300 1200
14 600 300 300 300 1200
15 600 300 300 300 1200
16 600 300 300 300 1200
17 600 300 300 300 1200
18 600 300 300 300 1200

B-4
 Calibration Parameters for Test Case 1-A : 1-494 Congestion Spillback

FRESIM :

* default vehicle set.

* car following factors = 15 to 6.
* acceleration lag = 0.3 sec.
* deceleration lag = 0.3 sec.
* lane change time = 3 sec.
* vehicle generation minimum separation = 1.0 sec.
* percentage of drivers willing to yield = 30 percent.
Sminimum non-emergency deceleration = 0.8 ft/sec

AIMSUN2:

vehicle characteristics:
* length = 4.0 m.
* width= 1.7m.
* desired speed = 104 kph.
* maximum acceleration = 2.8 m/sec
maximum deceleration = 4.0 m/sec

simulation parameters:
Ssimulation step size = 0.75sec
speed acceptance = 0.80
Sbraking coefficient = 2.0
zone 1 distance = 120 m
zone 2 distance = 40 m
Sminimum distance between vehicles = 1.2 m
queue speed = 1.0 m/sec2
queue leaving speed = 4.0 m/sec 2
Sjunction visibility = 25 m
Scruising tolerance = 0.80

FREFLO :

* relaxation time = 75 sec/mile

* anticipation coefficient = 0.25 miles2/hour
* capacities as listed on the freeway geometrics
* cubic polynomial speed-density relationship

speed = 87 - 49 (k * 10 2 ) - 100 (k * 10-2)2 + 64 (k* 10-2) 3

B-5
FREQ 1:

* capacities as listed on the freeway geometrics

* points on the speed-V/C curve

Points on Upper of Speed-V/C curve Points on Lower of Speed-V/C curve

Portion Portion
V/C ratio speed (mph) V/C ratio speed (mph)
0.00 65 0.00 0
0.71 65 0.34 9
0.92 44 0.78 21
1.00 34 1.00 34

KRONOS:

* jam density = 136 vpm

* maximum capacity = 2200 vph
* density at maximum capacity = 41 vpm
* density at end of linear region of QK curve = 24 vpm
* flow rate at end of linear region of QK curve = 1580 vph
* capacities as listed on the freeway geometrics

INTEGRATION:

* mailine freeflow speed = 104 kph

* ramp freeflow speed for capacities less than 2100 vph = 89 kph
* ramp freeflow speed when capacity is 2100 vph = 104 kph
* capacities as listed on the freeway geometrics
* speed at capacity for mainline and 2100 vph capacity ramps= 72 kph
* speed at capacity for all other ramps = 56.4 kph
* mainline jam density when capacity is 2400 vphpl = 91.7 vpkpl
* mainline jam density when ca:acity is 2300 vphpl = 87.9 vpkpl
* mainline jam density when capacity is 2200 vpkpl = 85.1 vpkpl
* ramp jam density when capacity is 2100 vph = 80.3 vpkpl
* all other ramp jam densities = 130 vpkpl

B-6
 Flow Data for Test Case 1- B : 1-494 Conservation

time slice mainline vol. ramp 1 vol. ramp 2 vol. ramp 3 vol. ramp 4 vol.
(vph) (vph) (vph) (vph) (vph)
1 2200 300 300 300 300
2 2200 300 300 300 300
3 2200 300 300 300 300
4 2200 600 600 300 300
5 2200 600 600 300 300
6 2200 600 600 300 300
7 4400 600 600 600 600
8 4400 600 600 600 600
9 4400 600 600 600 600
10 4400 300 300 600 600
11 4400 300 300 600 600
12 4400 300 300 600 600
13 1360 300 300 300 300
14 1360 300 300 300 300
15 1360 300 300 300 300
16 1360 600 600 300 300
17 1360 600 600 300 300
18 1360 600 600 300 300

time slice ramp 5 vol. ramp 6 vol. ramp 7 vol. ramp 8 vol. ramp 9 vol.
(vph) (vph) (vph) (vph) (vph)
1 600 600 300 300 600
2 600 600 300 300 600
3 600 600 300 300 600
4 600 600 300 300 600
5 600 600 300 300 600
6 .600 600 300 300 600
7 1200 300 300 300 300
8 1200 300 300 300 300
9 1200 300 300 300 300
10 1200 300 300 300 300
11 1200 300 300 300 300
12 1200 300 300 300 300
13 600 300 600 600 300
14 600 300 600 600 300
15 600 300 600 600 300
16 600 300 600 600 300
17 600 300 600 600 300
18 600 300 600 600 300

B-7
 Calibration Parameters for Test Case 1-B : 1-494 Conservation

FRESIM :

* default vehicle set.

* car following factors = 15 to 6.
* acceleration lag = 0.3 sec.
* deceleration lag = 0.3 sec.
* lane change time = 3 sec.
* vehicle generation minimum separation = 1.0 sec.
* percentage of drivers willing to yield = 30 percent.
Sminimum non-emergency deceleration = 0.8 ft/sec 2

AIMSUN2 :

vehicle characteristics:
* length = 4.0 m.
* width = 1.7m.
* desired speed = 104 kph.
* maximum acceleration = 2.8 m/sec
Smaximum deceleration = 4.0 m/sec 2

simulation parameters:
Ssimulation step size = 0.75sec
speed acceptance = 0.80
Sbraking coefficient = 2.0
zone 1 distance = 120 m
zone 2 distance = 40 m
Sminimum distance between vehicles = 1.2 m
queue speed = 1.0 m/sec2
queue leaving speed = 4.0 m/sec 2
Sjunction visibility = 25 m
cruising tolerance = 0.80

FREFLO:

* relaxation time = 75 sec/mile

* anticipation coefficient = 0.25 miles2/hour
* capacities as listed on the freeway geometrics
* cubic polynomial speed-density relationship
3
speed = 87 - 49 (k * 10 2) - 100 (k * 10"2) 2 + 64 (k* 10-2)

B-8
FREQ11:

* capacities as listed on the freeway geometrics

* points on the speed-V/C curve

Points on Upper of Speed-V/C curve Points on Lower of Speed-V/C curve

Portion Portion
V/C ratio speed (mph) V/C ratio speed (mph)
0.00 65 0.00 0
0.71 65 0.34 9
0.92 44 0.78 21
1.00 . 34 1.00 34

KRONOS:

* jam density = 136 vpm

* maximum capacity = 2200 vph
* density at maximum capacity = 41 vpm
* density at end of linear region of QK curve = 24 vpm
* flow rate at end of linear region of QK curve = 1580 vph
* capacities as listed on the freeway geometrics

INTEGRATION:

* mailine freeflow speed = 104 kph

* ramp freeflow speed for capacities less than 2100 vph = 89 kph
* ramp freeflow speed when capacity is 2100 vph = 104 kph
* capacities as listed on the freeway geometrics
* speed at capacity for mainline and 2100 vph capacity ramps= 72 kph
* speed at capacity for all other ramps = 56.4 kph
* mainline jam density when capacity is 2400 vphpl = 91.7 vpkpl
* mainline jam density when capacity is 2300 vphpl = 87.9 vpkpl
* mainline jam density when capacity is 2200 vpkpl = 85.1 vpkpl
* ramp jam density when capacity is 2100 vph = 80.3 vpkpl
* all other ramp jam densities = 130 vpkpl

B-9
 Density Tables for Test Case 1-A : 1-494 WB Congestion Spillback

FRESIM

hypothetical test case

1-A

DENSITY in vehicles/mile/llane
IIMi-b-Ll-
ft
516U
5380
1
25
2
25
3
.25
4

25
5
25
25
6
.25
7

25
8

25
9
7n72 717h Im~11 1~
-.
25
10
25
11

18
12

11
13

11
14

11
I
11 11 11 11 11 11· 15

11
16

10
17

11
18

11
25 25 25 25 25 25
5580 25 25 25 26 25 24 26 19 11 11 11 11 10 11 11
25 25 25 11
5780 26 25 25 26 25 25 26 19 11 11 11 11 10 11
25 25 25
5980 26 25 24 26 25 24 26 19 10 11 11 11 10 11 11
25 25 25 11 11 11
6130 26 25 25 26 25 25 25 26 25 19 * 11 11 11 11
6330 28 27 27 28 27 27 27 28 27 28 21 13 13 13 13 12 13 13
6430 21 21 20 21 20 21 20 21 20 21 16 10 10 9 10 9 10 9
6680 22 21 20 21 21 20 21 21 20 21 16 9 9 9 9 9 9 9
6880 28 28 27 27 28 27 27 28 27 28 22 13 12 12 12 12 13 12
7080 28 28 27 27 28 27 27 27 27 27 23 12 12 12 13 12 13 12
7280 28 27 27 27 28 27 27 27 27 27 23 12 12 12 12 12 13 12
7480 30 29 29 29 29 29 29 29 29 29 25 14 14 14 14 14 14 14
7680 22 22 22 22 22 21 22 22 21 22 19 11 11 10 10 10 11 1C
7905 22 21 21 22 21 21 22 22 21 21 19 10 10 10 10 10 10
14
8105 30 28 28 28 28 27 28 28 28 28 25 14 14 14 13 14 13
14
8305 29 27 28 28 28 27 28 28 27 28 25 14 14 14 13 14 13
14
8505 29 27 28 27 28 27 28 28 27 27 26 14 14 13 13 13 14
14
8705 29 27 27 27 28 27 28 28 27 27 26 13 14 14 13 14 14 12
8905 29 27 27 27 28 27 28 27 27 27 26 13 14 13 13 14 13 12
9105 29 27 27 27 28 27 28 28 27 27 26 13 14 13 13 13 14 12
9305 29 28 27 27 28 27 28 28 27 28 27 14 14 13 13 14 14
14
9505 29 28 27 28 28 28 28 28 27 27 27 14 14 13 13 14 13
28 28 28 28 28 28 14 14 14 13 14 13 14
9705 30 28 28 28 29 14
989C 31 29 29 29 29 29 29 29 29 29 29 14 14 14 13 14 13
30 14 14 14 14 14
1009( 32 30 30 30 30 29 30 30 30 29 14 13
14
1029C 32 31 31 31 31 30 30 29 30 30 30 14 14 14 14 14 13
31 14 14 13 14
1049C 33 31 31 32 31 31 31 30 30 31 14 14 13 14
1069C 35 33 32 35 32 32 32 31 31 32 32 15 14 14 13 14 14
1089C 54 50 50 54 51 49 49 48 48 49 49 23 21 21 20 21 21 21
1109C 45 43 44 47 43 42 44 42 42 43 42 18 17 15 16 16 16 1i
1129C 44 43 44 46 42 40 42 42 42 41 41 19 17 15 16 16 16 1.
1149( 43 44 43 47 41 39 41 40 41 41 39 19 17 15 16 16 15 it
1169( 43 45 43 49 41 39 41 40 40 40 39 20 17 15 16 16 15
1209( 47 50 58 67 55 52 54 53 52 54 44 23 20 18 19 19 18
1230( 45 48 49 52 42 38 40 41 39 41 35 20 17 15 15 16 15
45 46 46 48 41 37 40 40 38 40 35 21 16 16 15 16 15 It
1I
1250(
47 45 44 41 36 39 40 38 38 35 21 16 15 15 16 14 it
1
1270( 47
39 37 38 39 37 38 35 21 16 15 15 16 14 if
1290( 48 44 43 47
40 40 41 40 39 37 25 18 18 18 19 17 11
1310( 50 48 46 49 41 1:
1330( 33 32 31 32 27 27 26 27 26 26 24 16 12 12 12 12 11 1I
1351! 31 31 30 30 27 26 26 26 25 26 23 16 12 12 12 12 11 1
1 23 16 12 11
1371 31 29 29 29 26 26 25 25 25 25 11 12 12 I!
13915 45 43 44 42 38 38 37 36 37 38 34 24 17 17 17 18 16
1411 41 41 41 39 35 35 34 34 35 36 30 22 14 15 14 15 14

B-10
 1
AIMSUN2

hypothetical test case

1-A

DENSITY in vehicles/mile/lane
Ulb I IM~bLI(-
ft 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
11 -1 14 12 14 14 13 b1 12 8• 6 8 8 b b6 89
5380 11 10 13 12 14 14 13 15 11 8 6 8 9 6 6 8 6 7
55801 11 10 13 12 14 14 13 15 11 8 6 8 9 6 7 8 6 7
5780 11 11 13 12 14 14 13 15 12 8 6 7 9 6 6 7 6 7
5980 11 11 13 12 13 14 13 15 12 9 6 7 9 6 6 7 6 7
6130 11 11 12 12 14 14 14 14 12 9 6 7 9 6 7 8 6 7
6330 10 9 11 11 11 12 11 12 10 7 5 7 7 6 7 7 6 7
6530 11 9 12 11 13 13 12 12 12 8 6 7 8 6 8 7 6 7
6680 13 11 14 14 14 16 15 16 16 10 7 8 9 8 10 8 8 9
6880 13 11 14 14 15 16 16 15 15 10 7 8 10 7 9 8 7 8
7080 12 12 14 13 15 15 15 16 14 10 7 8 10 7 9 8 7 8
7280 12 12 14 13 15 15 15 15 14 10 7 8 10 7 8 8 7 8
7530 11 11 12 12 13 13 13 12 12 9 7 7 10 6 7 8 7 9
7780 11 12 12 13 14 14 15 13 15 9 7 - 8 11 6 7 8 8 9
7905 15 17 15 19 18 19 22 19 23 12 9 10 16 8 9 10 10 12
8105 14 14 15 16 17 16 18 17 18 11 9 9 13 8 9 9 9 10
8305 13 14 14 15 16 15 18 17 20 11 8 9 12 8 9 9 9 9
8505 13 13 14 15 15 15 17 17 27 14 9 9 12 8 9 9 9 9
8705 13 13 14 15 15 15 17 19 52 29 9 9 12 8 9 9 9 9
8905 13 13 14 15 16 14 19 23 79 64 11 9 11 8 9 8 9 9
9105 13 13 14 15 16 14 23 35 99 90 21 9 11 8 9 8 9 9
9305 12 13 14 15 16 14 32 75 103 97 45 9 11 8 9 8 8 10
9505 13 13 14 14 16 15 55 100 103 96 66 9 11 8 10 8 8 10
9705 12 13 14 15 19 19 80 103 102 97 79 9 11 8 10 8 9 9
9890 12 14 14 18 23 30 95 103 101 97 89 14 11 8 10 8 9 10
10090 13 17 16 22 37 71 106 103 102 95 91 27 11 8 10 7 9 10
10290 15 26 21 43 69 107 105 104 101 95 91 41 11 8 10 7 9 10
10490 24 56 45 76 94 112 104 104 99 95 90 61 11 9 10 8 9 10
10690 49 92 87 96 98 112 106 105 98 95 91 84 16 10 10 8 9 12
10890 39 59 60 62 59 78 69 67 62 61 60 57 25 14 13 9 11 18
11090 22 27 28 27 40 80 70 67 58 51 30 30 20 12 14 9 12 13
11290 18 22 22 22 52 89 77 76 79 64 34 33 18 10 14 9 11 11
11490 17 20 19 24 67 90 78 79 86 67 43 44 19 10 13 9 10 11
11690 17 20 20 36 85 90 79 80 84 65 53 56 24 10 13 9 11 11
11890 13 16 18 54 87 78 78 82 86 67 66 66 38 8 10 7 8 10
12090 14 17 25 48 58 53 57 57 62 55 58 53 47 11 11 8 9 10
12300 17 21 17 25 24 27 25 27 22 28 27 27 25 12 14 9 11 11
12500 17 20 16 20 20 21 20 22 19 23 22 22 21 12 13 9 10 10
12700 16 20 15 18 18 20 19 20 17 21 20 21 19 12 12 9 10 10
12900 17 21 15 18 18 19 18 19 17 21 19 21 19 12 11 9 10 10
13100 14 18 13 13 14 14 13 14 13 15 14 16 13 10 9 8 9 8
13300 17 24 16 13 13 13 13 13 12 14 14 15 13 9 9 7 8 8
13515 26 60 36 14 12 13 13 13 12 14 13 15 13 9 8 7 7 8
13715 43 101 73 19 13 13 13 13 12 14 14 15 13 9 8 7 7 8
13915 35 60 50 29 14 13 14 13 12 14 17 18 16 12 8 8 8 8
14115 20 27 28 24 19 18 18 18 16 17 20 , 21 16 14 10 11 10 11
an

B-11
 FREFLO
hypothetical test case
1-A

ti
Ul
ft. 1 2 3 4 5 6
DENSITY in vehicles/mile/lane

7 8
IM•bLIUL-:
9 10 11 12 13 14 15 16 17 18
1 -47,,
23 23 23 23 23 DENSITY23 FREFLO
23
1-A 23
23 hypothetical -3n
1u
I4-I
(U
- Irl
1U
It
ry
IU
..
(U
..
IU
..
lu
.
1U
.23
5380 23 23 23 23 23 23 23 23 23 21 10 10 10 10 10 10 10
23
5580 23 23 23 23 23 23 23 23 23 21 11 10 10 10 10 10 10
23
5780 23 23 23 23 23 23 23 23 23 21 11 10 10 10 10 10 10
23
5930 23 23 23 23 23 23 23 23 23 22 11 10 10 10 10 10 10
19
6130 19 19 19 19 19 19 19 19 19 21 10 9 9 9 9 9 9
6330 19
19 19 19 19 19 19 19 19 23 54 12 9 9 9 9 9 9
25
6480 25 25 25 25 25 25 25 25 39 86 22 12 12 12 12 12 12
25
6680 25 25 25 25 25 25 25 25 53 80 22 12 12 12 12 12 12
25
6880 25 25 25 25 25 25 25 25 26 76 73 26 12 12 12 12 12 12
7080 24 25 25 24 25 25 25 25 36 87 67 45 12 12 12 12 12 12
7280 20 20 20 20 20 20 20 24 52 76 63 51 10 10 10 10 10 10
7580 20 20 20 20 20 20 20 65 96 77 74 63 10 10 10 10 10 10
7705 26 27 27 26 27 27 28 108 106 86 98 83 14 13 14 13 13 14
7905 26 26 26 26 26 26 44 91 80 70 79 70 13 13 13 13 13 13
8105 26 26 26 26 26 26 81 76 68 63 68 62 13 13 13 13 13 13
8305 26 26 26 26 26 29 93 68 65 61 65 57 14 13 13 13 13 13
8505 26 26 26 26 26 51 86 64 64 65 68 47 14 13 ,13 13 13 13
8705 26 26 26 26 26 73 74 60 63 68 66 43 15 13 13 13 13 13
8905 26 26 26 26 28 87 67 59 62 73 61 39 16 13 13 13 13 13
9105 26 26 26 26 40 83 63 59 62 76 59 36 18 13 13 13 13 13
9305 26 26 26 26 65 75 62 58 67 73 58 35 34 13 13 13 13 13
9505 26 26 26 27 90 69 59 58 71 67 57 34 43 13 13 13 13 13
9690 26 26 26 34 87 62 61 60 76 65 60 34 47 13 13 13 13 13
9890 26 26 27 68 77 62 63 70 76 65 58 38 47 13 13 13 13 13
10090 26 26 34 84 70 61 62 74 73 63 58 43 40 13 13 13 13 13
10290 26 26 50 91 65 60 66 76 71 64 59 51 36 13 13 13 13 13
10490 26 27 64 81 67 65 77 76 70 68 62 55 33 13 13 13 13 13
10690 29 31 71 74 72 74 82 77 72 74 66 63 35 13 13 13 13 13
10890 63 82 95 82 89 94 93 89 86 93 75 94 57 15 15 15 15 15
11090 54 73 73 58 62 65 64 61 61 64 57 71 51 15 15 15 15 15
11290 47 56 51 46 48 49 49 47 47 49 47 51 45 15 15 15 15 15
11490 41 44 41 40 40 41 41 40 40 41 40 41 39 15 15 15 15 15
11890 28 28 31 32 32 32 32 32 32 32 27 27 26 13 12 12 12 12
12100 38 39 35 36 36 37 37 36 36 37 35 33 33 17 16 15 15 16
12300 38 38 34 36 35 35 36 36 35 36 34 32 32 18 15 15 15 15
12500 37 37 33 35 35 35 35 35 34 35 34 31 31 18 15 15 15 15
12700 35 35 32 33 33 33 33 33 33 33 32 30 30 18 15 15 15 15
12900 25 25 23 24 24 24 24 23 24 24 23 22 22 15 12 12 12 12
13100 24 24 23 23 23 23 23 23 23 23 23 22 22 15 12 12 12 12
13315 24 24 23 23 23 23 23 23 23 23 23 22 22 15 12 12 12 12
13515 24 24 23 23 23 23 23 23 23 23 23 22 22 15 12 12 12 12
13715 25 25 23 24 24 24 24 24 24 24 23 22 22 16 12 12 12 12
13915 35 35 33 33 33 33 33 33 33 33 30 28 28 21 15 15 15 15
14115 36 36 33 33 34 33 34 34 34 34 30 29 28 21 15 15 15 15

B-12
 FREQ11

hypothetical test case

1-A

DENSITY in vehicles/mile/lane
UIlb 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
ft 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
-1? -7 11-1 IU
"
IU
rA
-W
IU
r1~
11 1-1r-18
-1
I~
23 L3 23 23 23 23 233 23 23 21 13 10 IU IU 1U
800 23 23 23 23 23 23 23 23 23 21 13 10 10 10 10 10 10 10
1000 23 23 23 23 23 23 23 23 23 30 17 10 10 10 10 10 10 10
1200 23 23 23 23 23 23 23 23 23 40 21 10 10 10 10 10 10 10
1390 23 23 23 23 23 23 23 23 23 51 24 10 10 10 10 10 10 10
1590 18 18 18 18 18 18 18 18 18 58 25 9 9 9 9 9 9 9
1790 18 18 18 18 18 18 18 18 14 73 27 9 9 9 9 9 9 9
1990 18 18 18 18 18 18 18 18 22 80 30 9 9 9 9 9 9 9
2190 25 25 25 25 25 25 25 25 38 83 35 12 12 12 12 12 12 12
2390 25 25 25 25 25 25 25 25 49 83 36 12 12 12 12 12 12 12
2590 25 25 25 25 25 25 25 25 58 83 36 12 12 12 12 12 12 12
2790 25 25 25 25 25 25 25 25 73 83 85 13 12 12 12 12 12 12
2990 25 25 25 25 25 25 25 19 83 83 85 17 12 12 12 12 12 12
3190 25 25 25 25 25 25 25 27 83 83 85 21 12 12 12 12 12 12
3390 25 25 25 25 25 25 25 35 83 83 85 24 12 12 12 12 12 12
3590 25 25 25 25 25 25 25 45 83 83 85 26 12 12 12 12 12 12
3790 25 25 25 25 25 25 25 56 83 83 85 29 12 12 12 12 12 12
3990 25 25 25 25 25 25 25 69 83 83 85 31 12 12 12 12 12 12
4190 25 25 25 25 25 25 18 83 83 83 85 33 12 12 12 12 12 12
4330 25 25 25 25 25 25 23 83 83 83 85 35 12 12 12 12 12 12
4580 18 18 18 18 18 18 28 80 80 80 80 32 9 9 9 9 9 9
4780 23 23 23 23 23 23 41 76 76 76 76 32 10 10 10 10 10 10
4980 23 23 23 23 23 23 51 76 76 76 76 76 11 10 10 10 10 10
5180 23 23 23 23 23 23 63 76 76 76 76 76 14 10 10 10 10 10
5380 23 23 23 23 23 23 71 76 76 76 76 76 18 10 10 10 10 10
5580 23 23 23 23 23 21 76 76 76 76 76 76 20 10 10 10 10 10
5780 23 23 23 23 23 28 76 76 76 76 76 76 22 10 10 10 10 10
5980 23 23 23 23 23 36 76 76 76 76 76 76 25 10 10 10 10 10
6130 23 23 23 23 23 43 76 76 76 76 76 76 26 10 10 10 10 10
6330 18 18 18 18 18 49 73 73 73 73 71 71 26 9 9 9 9 9
6530 18 18 18 18 18 63 73 73 73 73 71 71 29 9 9 9 9 9
67301 27 27 27 27 21 78 78 78 78 78 74 74 31 12 12 12 12 12
6930 27 27 27 27 27 78 78 78 78 78 74 74 32 12 12 12 12 12
7130 27 27 27 27 33 78 78 78 78 78 74 74 33 12 12 12 12 12
7280 27 27 27 27 39 78 78 78 78 78 74 74 74 12 12 12 12 12
7480 20 20 20 20 41 73 73 73 73 73 71 71 71 13 10 10 10 10
7680 20 20 20 20 53 73 73 73 73 73 71 71 71 17 10 10 10 10
7780 20 20 20 20 63 73 73 73 73 73 71 71 71 20 10 10 10 10
7980 32 32 32 24 75 75 75 75 75 75 69 69 69 23 13 13 13 13
8180 32 32 32 28 75 75 75 75 75 75 69 69 69 24 13 13 13 13
8380 32 32 32 33 75 75 75 75 75 75 69 69 69 25 13 13 13 13
8580 32 32 32 38 75 75 75 75 75 75 69 69 69 26 13 13 13 13
8780 32 32 32 44 75 75 75 75 75 75 69 69 69 28 13 13 13 13
8980 32 32 32 51 75 75 75 75 75 75 69 69 69 29 13 13 13 13
9180 32 32 32 58 75 75 75 75 75 75 69 69 69 30 13 13 13 13
9380 32 32 32 63 75 75 75 75 75 75 69 69 69 31 13 13 13 13
9580 32 32 32 70 75 75 75 75 75 75 69 69 69 31 13 13 13 13
9705 32 32 24 75 75 75 75 75 75 75 69 69 69 32 13 13 13 13
9905 32 32 28 75 75 75 75 75 75 75 69 69 69 32 13 13 13 13
10105 32 32 33 75 75 75 75 75 75 75 69 69 69 69 15 13 13 13
10305 32 32 38 75 75 75 75 75 75 75 69 69 69 69 22 13 13 13
10505 32 32 45 75 75 75 75 75 75 75 69 69 69 69 28 13 13 13
10690 32 32 51 75 75 75 75 75 75 75 69 69 69 69 32. 13 13 13
10890 32 32 58 75 75 75 75 75 75 75 69 69 69 69 36 13 13 13
11090 54 54 76 89 89 89 89 89 89 89 71 71 71 71 43 15 15 15
112901 54 54 80 89 89 89 89 89 89 89 71 71 71 71 45 15 15 15
114901 54 54 84 89 89 89 89 89 89 89 71 71 71 71 48 15 15 15
116901 54 54 89 89 89 89 89 89 89 89 71 71 71 71 89 15 15 15
12090 31 31 43 43 43 43 43 43 43 43 35 35 35 35 20 12 12 12
12290 54 54 27 27 27 27 27 27 27 27 52 52 52 52 26 15 15 15
12490 54 54 27 27 27 27 27 27 27 27 52 52 52 52 26 15 15 15
12690 54 54 27 27 27 27 27 27 27 27 52 52 52 52 26 15 15 15
12900 54 54 27 27 27 27 27 27 27 27 52 52 52 52 26 15 15 15
13100 28 28 19 19 19 19 19 19 19 19 28 28 28 28 19 12 12 12
133001 28 28 19 19 19 19 19 19 19 19 28 28 28 28 19 12 12 12
135001 28 28 19 19 19 19 19 19 19 19 28 28 28 28 19 12 12 12
13715 28 28 19 19 19 19 19 19 19 19 28 28 28 28 19 12 12 12
13915 28 28 19 19 19 19 19 19 19 19 28 28 28 28 19 12 12 12
14115 30 30 22 22 22 22 22 22 22 22 17 17 17 17 14 8 8 8

B-13
 KRONOS

hypothetical test case

1-A
DENSITY in vehicles/mile/lane

ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
7TSU 24 24 24 24 24 24 24 24 24 24 12 -12 12 12 12 12 12 12
7280 24 24 24 24 24 24 24 24 24 26 12 12 12 12 12 12 12 12
7380 24 24 24 24 24 24 24 24 24 36 12 12 12 12 12 12 12 12
7480 24 24 24 24 24 24 24 24 28 50 12 12 12 12 12 12 12 12
7580 24 24 24 24 24 24 24 24 38 63 12 12 12 12 12 12 12 12
7680 24 24 24 24 24 24 24 24 54 73 12 12 12 12 12 12 12 12
7780 26 26 26 26 26 26 26 43 86 86 13 13 13 13 13 13 13 13
7880 26 26 26 26 26 26 27 55 86 86 13 13 13 13 13 13 13 13
7980! 26 26 26 26 26 26 32 65 86 86 23 13 13 13 13 13 13 13
8080 26 26 26 26 26 26 42 73 86 86 46 13 13 13 13 13 13 13
8180 26 26 26 26 26 27 54 78 86 86 67 13 13 13 13 13 13 13
8280 26 26 26 26 26 33 65 82 86 86 78 13 13 13 13 "13 13 13
8380 26 26 26 26 26 44 73 84 86 86 83 13 13 13 13 13 13 13
8480 26 26 26 26 27 56 78 85 86 86 85 13 13 13 13 13 13 13
8580 26 26 26 26 34 66 82 86 86 86 86 13 13 13 13 13 13 13
8680 26 26 26 26 45 73 84 86 86 86 86 13 13 13 13 13 13 13
8780 26 26 26 28 57 79 85 86 86 86 86 13 13 13 13 13 13 13
8880 26 26 26 35 67 82 86 86 86 86 86 13 13 13 13 13 13 13
8980 26 26 26 47 74 84 86 86 86 86 86 13 13 13 13 13 13 13
9080 26 26 30 58 79 85 86 86 86 86 86 13 13 13 13 13 13 13
9180 26 26 38 68 82 86 86 86 86 86 86 13 13 13 13 13 13 13
9280 26 28 51 75 84 86 86 86 86 86 86 13 13 13 13 13 13 13
9380 26 36 61 80 85 86 86 86 86 86 86 13 13 13 13 13 13 13
9480 29 47 70 82 86 86 86 86 86 86 86 13 13 13 13 13 13 13
9580 36 58 76 84 86 86 86 86 86 86 86 13 13 13 13 13 13 13
9680 48 68 80 85 86 86 86 86 86 86 86 13 13 13 13 13 13 13
9805 59 74 83 86 6 86 86 86 86 86 86 17 13 13 13 13 13 13
9905 68 79 84 86 86 86 86 86 86 86 86 31 13 13 13 13 13 13
10005 38 38 38 38 38 38 38 38 38 38 38 38 15 15 15 15 15 15
10105 38 38 38 38 38 38 38 38 38 38 38 38 15 15 15 15 15 15
10205 37 37 37 37 37 37 37 37 37 37 37 37 15 15 15 15 15 15
10305 37 37 37 37 37 37 37 37 37 37 37 37 15 15 15 15 15 15
10405 37 37 37 37 37 37 37 37 37 37 37 37 15 15 15 15 15 15
10505 36 36 36 36 36 36 36 36 36 36 36 36 15 15 15 15 15 15
10605 36 36 36 36 36 36 36 36 36 36 36 36 15 15 15 15 15 15
10705 34 34 34 34 34 34 34 34 34 34 34 34 15 15 15 15 15 15
10805 33 33 33 33 33 33 33 33 33 33 33 33 15 15 15 15 15 15
10990 33 33 33 33 33 33 33 33 33 33 33 33 15 15 15 15 15 15
11090 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
11190 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
11290 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
11390 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
11490 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
11590 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
11690 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
11790 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
11890 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
11990 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
12090 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
12190 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
12290 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
12390 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
12490 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
12590 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
12690 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
12800 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
12900 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
13000 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
13100 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
13200 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
13300 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
13400 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 15 15 15
13500 32 32 32 32 32 32 32 32 32 32 32 32 15 15 15 . 15 15 15

B-14
 INTEGRATION

hypothetical test case

1-A

DENSITY in vehicles/mile/lane

10 12 13
ft 1 2
/L
3
LI
4
25
5
7I
25
6
.LI 2L
7
A811 15U9
4I II 11
V11%
IUz3
l I7w
1L lui
uI 14
yi
U
oL
15
03
16
&1-217Io
-3 UrrJ 18
trT
13
25
400 25 25 25 25 26 25 46 151 126 132 139 112 109 111 89 18 13
25 151 129 134 111 113 109
600 25 25 25 25 26 25 51 125 106 24 14
25 48
800 25 25 25 25 25 25 152 128 125 134 104 112 110 105 32 14
25 131 114
1000 24 25 25 24 25 26 45 146 126 124 97 110 103 38 15
25 94 113
1200 23 25 24 25 25 29 45 136 123 124 126 108 105 49 16
25 115
1390 25 23 25 24 24 24 33 80 136 126 126 128 90 114 107 70 18
1590 20 18 20 19 20 19 33 120 133 124 116 127 98 113 106 104 91 19
1790 21 19 20 20 20 20 40 137 134 126 128 139 100 121 121 120 114 25
1990 23 20 21 21 22 20 41 139 113 115 114 130 100 114 109 123 107 34
2190 28 25 27 26 27 27 51 140 127 126 131 130 92 101 95 96 89 54
2390 27 25 27 26 27 29 52 143 125 128 128 132 92 101 96 95 88 70
2590 27 25 27 26 27 29 62 136 122 128 129 130 94 98 94 93 88 88
2790 28 25 27 26 26 30 74 129 119 127 135 125 94 96 95 92 88 93
2990 28 25 26 26 26 38 101 126 125 127 131 126 97 93 96 92 89 91
3190 27 25 26 26 26 43 133 131 122 129 133 125 97 94 96 91 90 88
3390 28 25 26 26 26 50 149 119 120 127 131 120 96 99 96 93 89 90
3590 28 25 26 26 27 50 142 120 124 127 132 116 98 101 97 98 90 90
3790 28 25 26 26 30 49 144 119 121 124 126 122 99 106 96 104 92 94
3990 28 25 26 26 31 55 135 119 119 129 127 116 102 110 100 109 96 97
4190 29 26 26 26 33 80 124 120 116 132 131 112 107 112 96 114 100 98
4330 30 26 26 27 38 114 125 113 122 139 132 107 110 112 96 116 107 104
4580 24 21 21 22 41 97 93 95 90 96 98 77 79 82 73 84 84 74
4780 26 24 24 24 52 144 124 121 122 127 141 99 109 111 108 121 111 112
4980 26 25 24 24 54 141 133 120 120 124 132 93 110 111 118 122 114 115
5180 26 24 24 25 66 137 125 125 122 120 134 90 110 115 116 121 112 112
5380 26 24 24 27 90 137 135 125 123 121 132 90 114 114 117 121 110 110
5580 26 24 24 28 134 129 132 128 123 120 126 90 116 113 115 118 108 110
5780 26 24 24 31 141 134 134 126 123 130 126 91 118 111 113 113 109 110
5980 26 24 24 44 132 134 126 127 135 127 131 91 116 108 111 108 108 111
6130 25 24 24 57 130 140 125 120 131 129 119 95 116 110 105 107 108 112
6330 20 20 21 57 104 113 106 98 114 104 104 77 91 86 80 85 81 88
6530 21 21 21 86 105 113 115 110 118 122 125 87 101 90 89 89 91 96
6680 27 26 30 150 121 133 120 116 139 127 115 103 104 98 96 99 97 106
6880 27 27 33 144 122 130 120 116 133 128 112 105 104 99 97 99 99 107
7080 27 27 42 133 125 127 124 123 135 133 113 102 103 96 97 97 97 109
7280 28 28 60 131 125 129 121 122 134 130 112 100 101 94 96 97 96 110
7530 23 25 73 100 104 102 101 100 106 103 90 80 80 72 76 74 75 85
7780 23 29 93 102 114 120 109 107 119 113 106 87 85 78 81 82 83 91
7905 29 50 124 118 119 121 122 108 129 131 102 96 99 94 96 94 95 98
8105 31 63 124 118 121 124 124 111 133 131 102 99 99 94 97 96 97 100
8305 33 89 123 118 120 118 126 110 131 127 100 99 98 95 99 100 98 101
8505 37 109 122 113 121 120 128 113 128 134 96 100 100 96 100 102 99 101
8705 44 108 121 115 119 117 125 118 126 133 97 101 101 99 102 103 99 103
8905 57 109 122 116 119 116 126 118 119 133 96 102 103 102 105 106 100 106
9105 72 108 123 117 123 115 121 115 120 134 91 100 103 105 108 105 100 108
9305 85 107 122 123 124 112 126 117 114 131 88 99 104 108 114 106 102 110
9505 91 102 120 130 124 111 121 118 111 131 85 99 106 110 116 106 101 108
9705 90 98 121 126 129 109 122 119 112 125 84 98 106 112 118 104 102 111
9895 90 96 118 126 133 112 121 117 116 115 82 96 107 113 118 103 102 113
10095 91 93 120 125 142 111 119 122 116 111 83 94 107 115 118 101 101 113
10295 91 94 119 128 144 114 114 120 127 104 83 94 105 112 117 102 102 111
10495 96 97 123 125 145 118 117 124 136 105 84 96 104 109 114 105 104 111
10695 105 102 135 129 147 129 119 130 145 109 90 94 101 101 110 102 105 113
10895 88 85 123 99 126 116 96 105 125 88 79 81 83 81 86 87 83 88
11095 34 47 79 99 123 115 87 107 135 73 51 49 38 35 36 35 37 29
11295 37 49 78 122 130 113 96 115 129 98 71 59 42 38 39 35 39 30
11495 40 49 77 126 125 106 101 112 123 119 81 64 49 46 45 36 43 32
11695 43 53 81 123 121 99 103 113 116 118 82 69 55 54 54 40 50 37
11895 37 42 79 95 98 79 105 98 98 99 62 51 48 44 43 38 45 34
12095 39 41 72 84 85 69 87 78 78 78 52 47 53 43 40 41 45 33
12305 49 53 53 60 72 48 26 29 25 25 30 28 29 28 29 30 29 27
12505 48 57 63 75 83 54 28 28 25 24 28 27 28 27 27 28 28 26
12705 48 59 66 84 89 60 37 27 25 24 28 26 28 26 26 28 27 26
12905 49 62 69 84 100 69 45 28 25 24 27 26 28 26 26 28 27 26
13105 42 55 63 70 89 67 38 25 20 17 20 18 21 18 19 21 21 2C
13305 53 75 98 92 110 93 55 31 24 18 21 18 23 19 20 22 21 21
13520 68 108 112 96 109 98 87 41 29 20 22 20 25 24 23 22 24 22
13720 106 124 112 100 102 102 103 59 36 25 25 25 38 38 29 26 35 26
13920 86 86 87 80 80 75 75 60 37 33 31 38 43 50 38 33 43 35
1412C 22 23 23 26 24 25 25 24 25 23 22 21 20 23 22 22 21 23

B-15
 I-35W Southbound Through Burnsville, Minnesota
cap: 4400 vph cap : 5900 vph cap: 4400 vph cap : 6600 vph cap : 8100 vph
len : 2890 ft len: 500 ft len : 765 ft len : 2000 ft len : 500 ft
0.881 km 0.152 km 0.233 km 0.610 km 0.152 km

ramp cap: 1500 vph ramp cap: 2200 vph ramp cap: 1500 vph
ramp len: 500 ft ramp len: 500 ft ramp len: 500 ft
0.152 km 0.152 km 0.152 km

- --
- - - - 77-
cap: 6600 vph cap : 8100 vph cap: 6600 vph cap : 8100 vph cap: 6600 vph
len: 5200 ft len: 400 ft, 0.122 km len: 740 ft len: 605 ft, 0.184 km len: 1465 ft
0.881 km 0.226 km 0.447 km
ramp cap: 1500 vph ramp cap: 1500 vph
on ramp len: 500 ft, 0.152 km on ramp len: 500 ft, 0.152 km
off ramp len: 500 ft, 0.152 km off ramp len: 500 ft, 0.152 km

---------- ------ -----------

- ----- ---
cap : 8100 vph cap: 6600 vph cap: 6600 vph cap: 4400 vph cap : 5900 vph
len : 885 ft len : 2535 ft len :950 ft len: 1635 ft len: 500 ft cap: 6600 vph
0.270 km 0.773 km 0.290 km 0.499 km 0.152 km len: 2000 ft
0.610 km
ramp cap: 1500 vph lane drop: 475 ft ramp cap: 1500 vph
ramp len: 500 ft 0.145 km ramp len: 500 ft
0.152 km 0.152 km

--------N----
04000e

cap :66100 vph cap: 8100 vph cap: 6600 vph cap: 6600 vph cap: 6600 vph
len: 1000 ft len: 200 ft len: 1100 ft len : 600 ft len: 1600 ft
0.305 km 0.061 km 0.335 km 0.183 km 0.488 km

ramp cap: 2200 vph ramp cap: 1500 vph lane drop: 300 ft
ramp len: 500 ft ramp len: 500 ft 0.091 km
0.152 km 0.152 km

B-16
 Flow Data for Test Case 2-A : I-35W Congestion Spillback

time slice mainline ramp 1 vol. ramp 2 vol. ramp 3 vol. ramp 4 vol. ramp 5 vol.
vol. (vph) (vph) (vph) (vph) (vph) (vph)
1 3800 300 600 300 300 300
2 3800 300 600 300 300 300
3 3800 300 1200 300 300 300
4 3800 300 1200 300 300 300
5 3800 300 1200 300 300 300
6 3800 300 1200 300 300 300
7 3800 300 1200 300 300 300
8 3800 300 1200 300 300 300
9 3800 300 1200 300 300 300
10 3800 300 1200 300 300 300
11 1360 300 600 300 300 300
12 1360 300 600 300 300 300
13 1360 300 600 300 300 300
14 1360 300 600 300 300 300
15 1360 300 600 300 300 300
16 1360 300 600 300 300 300
17 1360 300 600 300 300 300
18 1360 300 600 300 300 300

time slice ramp 6 vol. ramp 7 vol. ramp 8 vol. ramp 9 vol. ramp 10 ramp 11
(vph) (vph) (vph) (vph) vol. (vph) vol. (vph)
1 300 300 300 300 300 300
2 300 300 300 300 300 300
3 300 300 600 300 600 300
4 300 300 600 300 600 300
5 300 300 600 300 600 300
6 300 300 600 300 600 300
7 300 300 600 300 600 300
8 300 300 600 300 600 300
9 300 300 600 300 600 300
10 300 300 600 300 600 300
11 300 300 300 300 300 300
12 300 300 300 300 300 300
13 300 300 300 300 300 300
14 300 300 300 300 300 300
15 300 300 300 300 300 300
16 300 300 300 300 300 300
17 300 300 300 300 300 300
18 300 300 300 300 300 300

B-17
 Calibration Parameters for Test Case 2-A : I-35W Congestion Spillback

FRESIM:

* default vehicle set.

* car following factors = 15 to 6.
* acceleration lag = 0.3 sec.
* deceleration lag = 0.3 sec.
* lane change time = 3 sec.
* vehicle generation minimum separation = 0.5 sec.
* percentage of drivers willing to yield = 30 percent.
minimum non-emergency deceleration = 0.8 ft/sec

AIMSUN2 :

vehicle characteristics:
* length = 4.0 m.
* width = 2.0 m.
* desired speed = 104 kph.
* maximum acceleration = 2.8 m/sec
maximum deceleration = 4.0 m/sec 2

simulation parameters:
Ssimulation step size = 0.75sec
speed acceptance = 0.80
braking coefficient = 2.0
zone 1 distance = 100 m
zone 2 distance = 10 m
Sminimum distance between vehicles = 1.5 m
queue speed = 1.0 m/sec 2
queue leaving speed = 4.0 m/sec 2
Sjunction visibility = 25 m
cruising tolerance = 0.80

FREFLO:

* relaxation time = 75 sec/mile

* anticipation coefficient = 0.25 miles2/hour
* capacities as listed on the freeway geometrics
* cubic polynomial speed-density relationship

speed = 81 - 125 (k * 10-2)+ 115 (k * 102) 2 - 49 (k* 10-2)3

B-18
FREQ 11:

* capacities as listed on the freeway geometrics

* points on the speed-V/C curve

Points on Upper of Speed-V/C curve Points on Lower of Speed-V/C curve

Portion Portion
V/C ratio speed (mph) V/C ratio speed (mph)
0.00 65 0.00 0
0.44 65 0.16 6
0.50 62 0.73 19
0.73 53 0.86 24
0.86 • 46 1.00 34
1.00 34

KRONOS:

* jam density = 136 vpm

* maximum capacity = 2200 vph
* density at maximum capacity = 68
* density at end of linear region of QK curve = 15 vpm
* flow rate at end of linear region of QK curve = 975 vph
* capacities as listed on the freeway geometrics

INTEGRATION:

* mailine freeflow speed = 104 kph

* ramp freeflow speed = 72 kph
* capacities as listed on the freeway geometrics
* speed at capacity for mainline = 54.7 kph
* speed at capacity for ramps = 54.7 kph
* mainline jam density = 84.5 vpkpl
* ramp jam density = 84.5 vpkpl

B-19
 Flow Data for Test Case 2-B : 1-35W Incident Spillback

time slice mainline ramp 1 vol. ramp 2 vol. ramp 3 vol. ramp 4 vol. ramp 5 vol.
vol. (vph) (vph) (vph) (vph) (vph) (vph)
1 3800 300 600 300 300 300
2 3800 300 600 300 300 300
3 3800 300 600 300 300 300
4 3800 300 600 300 300 300
5 3800 300 600 300 300 300
6 3800 300 600 300 300 300
7 3800 300 600 300 300 300
8 3800 300 600 300 300 300
9 1360 300 600 300 300 300
10 1360 300 600 300 300 300
11 1360 300 600 300 300 300
12 1360 300 600 300 300 300
13 1360 300 600 300 300 300
14 1360 300 600 300 300 300
15 1360 300 600 300 300 300
16 1360 300 600 300 300 300
17 1360 300 600 300 300 300
18 1360 300 600 300 300 300

time slice ramp 6 vol. ramp 7 vol. ramp 8 vol. ramp 9 vol. ramp 10 ramp 11
(vph) (vph) (vph) (vph) vol. (vph) vol. (vph)
1 300 300 300 300 300 300
2 300 300 300 300 300 300
3 300 300 300 300 300 300
4 300 300 300 300 300 300
5 300 300 300 300 300 300
6 . 300 300 300 300 300 300
7 300 300 300 300 300 300
8 300 300 300 300 300 300
9 300 300 300 300 300 300
10 300 300 300 300 300 300
11 300 300 300 300 300 300
12 300 300 300 300 300 300
13 300 300 300 300 300 300
14 300 300 300 300 300 300
15 300 300 300 300 300 300
16 300 300 300 300 300 300
17 300 300 300 300 300 300
18 300 300 300 300 300 300

B-20
 Calibration Parameters for Test Case 2-B : I-35W Incident Spillback

FRESIM :

* default vehicle set.

* car following factors = 15 to 6.
* acceleration lag = 0.3 sec.
* deceleration lag = 0.3 sec.
* lane change time = 3 sec.
* vehicle generation minimum separation = 0.5 sec.
* percentage of drivers willing to yield = 30 percent.
minimum non-emergency deceleration = 0.8 ft/sec 2

AIMSUN2 :

vehicle characteristics:
* length = 4.0 m.
* width = 2.0 m.
* desired speed = 104 kph.
* maximum acceleration = 2.8 m/sec 2
maximum deceleration = 4.0 m/sec 2

simulation parameters:
Ssimulation step size = 0.75sec
Sspeed acceptance = 0.80
Sbraking coefficient = 2.0
zone 1 distance = 100 m
zone 2 distance = 10 m
Sminimum distance between vehicles = 1.5 m
queue speed = 1.0 m/sec 2
queue leaving speed = 4.0 m/sec 2
junction visibility = 25 m
Scruising tolerance = 0.80

FREFLO :

* relaxation time = 75 sec/mile

* anticipation coefficient = 0.25 miles 2/hour
* capacities as listed on the freeway geometrics
* cubic polynomial speed-density relationship

speed = 81 - 125 (k * 10"2) + 115 (k * 10"2) 2 - 49 (k* 10"2) 3

B-21
FREQ 11:

capacities as listed on the freeway geometrics

points on the speed-V/C curve

Points on Upper of Speed-V/C curve Points on Lower of Speed-V/C curve

Portion Portion
V/C ratio speed (mph) V/C ratio speed (mph)
0.00 65 0.00 0
0.44 65 0.16 6
0.50 62 0.73 19 •
0.73 53 0.86 24
0.86 . 46 1.00 34
1.00 34

KRONOS:

* jam density = 136 vpm

* maximum capacity = 2200 vph
* density at maximum capacity = 68
* density at end of linear region of QK curve = 15 vpm
* flow rate at end of linear region of QK curve = 975 vph
* capacities as listed on the freeway geometrics

INTEGRATION:

* mailine freeflow speed = 104 kph

* ramp freeflow speed = 72 kph
* capacities as listed on the freeway geometrics
* speed at capacity for mainline = 54.7 kph
* speed at capacity for ramps = 54.7 kph
* mainline jam density = 84.5 vpkpl
* ramp jam density = 84.5 vpkpl

B-22
 Density Tables for Test Case 2-A : 1-35W SB Congestion Spillback

FRESIM

hypothetical test case

2-A

DENSITY in vehicles/mile/lane
bST i IIMbSLIC•L
ft 7 8
WN-Jib%JA -16%-yb%11-1 13la 12 14
Ld 15012 16
1 2 3 4 5 6 9 10 11 17 18
,20 z
/L. zI Izo 'Zo '
-7
z.J 2L 2L
.4 ' 1 0 6 0 0
0 La
13850 20 20 24 23 23 6
20 22 23 24 22 23 10 6 5 6 5 6
14100 20 20 19 23 24 23 23 24 22 23 23 10 6 5 6 6 5
14350 20 20 20 23 24 22 23 24 22 23 23 11 6 6 6 6 6
14600 20 20 19 23 24 23 23 24 22 23 23 11 6 6 6 6 5
14850 19 20 19 23 24 23 23 24 22 23 23 12 6 5 6 6 5
15065 20 21 19 23 24 23 23 24 22 23 23 12 6 5 6 6 5
15315 22 23 23 27 28 28 27 28 26 27 25 15 7 8 8 8 7
15565 17 17 17 20 20 21 20 21 19 21 19 11 5 5 6 6 5
15815 16 17 16 20 20 21 20 21 19 20 19 11 5 6 5 5 5
16085 16 16 16 19 20 21 20 20 18 20 19 12 5 5 5 6 5
16335 21 22 22 25 27 27 26 27 25 28 29 18 7 7 7 8 7
16585 21 22 22 25 27 27 26 27 26 34 48 25 7 7 7 8 7
16835 21 22 22 25 27 26 26 28 32 49 67 43 7 7 7 7 7
17085 21 21 22 25 26 26 26 32 43 69 88 64 7 7 7 7 7
17335 21 21 22 25 26 26 27 49 67 85 96 82 9 7 7 7 7
17585 21 21 22 25 27 27 39 68 87 94 101 96 12 7 7 7 7
17835 22 22 23 25 28 37 68 83 97 100 104 101 20 7 7 7 7
18085 22 23 23 27 34 59 79 93 102 102 103 104 34 7 7 8 7
18335 23 23 23 27 40 69 90 99 105 104 104 105 47 7 7 7 7
18585 22 23 24 28 47 76 98 103 107 106 105 105 58 7 7 7 7
18835 24 24 25 32 57 86 99 101 103 102 99 100 61 7 7 7 7
19035 25 25 28 37 61 67 56 53 55 55 55 57 42 7 7 8 7
19285 37 37 40 46 54 51 51 49 51 51 51 51 42 11 11 11 10
19535 36 35 39 41 45 44 45 43 45 44 44 44 38 11 11 11 10
19785 35 34 37 40 43 42 43 41 42 41 42 41 36 11 11 11 11
20035 34 34 36 38 41 40 41 40 39 40 40 40 36 12 10 11 10
20285 34 33 36 38 41 40 40 40 39 39 40 40 36 12 10 12 10
20535 35 33 35 38 41 39 40 41 39 39 40 41 37 12 10 11 10
20785 34 34 35 37 41 40 39 41 40 39 40 41 37 12 11 11 10
21035 34 33 34 37 40 39 38 40 39 39 39 42 37 13 11 11 10
21320 33 33 33 36 38 38 37 38 38 38 40 41 38 13 11 11 11
21570 33 32 33 35 37 37 37 37 37 41 45 46 44 14 11 11 10
21820 31 30 30 32 34 34 34 35 34 46 56 56 53 14 9 9 8
22070 31 30 30 32 34 34 35 34 36 52 67 71 68 18 8 9 9
22320 31 30 31 32 34 33 35 35 39 58 76 78 78 24 9 9 8
22570 32 30 31 33 34 34 35 35 44 63 81 81 82 30 8 9 9
22820 32 31 31 33 34 33 36 37 50 69 85 81 83 36 8 9 9
23070 33 31 32 33 34 34 36 39 58 74 86 81 83 42 8 9 9
23320 33 31 32 33 35 34 36 44 66 80 85 82 83 49 8 9 9
23570 33 32 32 33 36 34 37 51 74 84 85 82 83 54 8 9 9
23820 36 34 37 39 41 40 45 67 97 106 97 92 93 67 11 12 12
24070 23 22 24 25 27 26 34 62 93 97 93 90 90 72 9 8 8
24320 23 22 23 24 26 29 45 85 106 109 108 108 110 96 14 7 8
24570 23 22 24 24 28 40 69 103 109 111 110 112 114 107 24 8 8
24820 27 26 28 31 46 72 101 112 113 113 112 113 116 113 40 10 10
25070 28 28 32 40 60 89 103 106 105 105 105 105 106 110 55 10 10
25320 28 29 32 44 68 94 104 106 103 105 104 104 105 110 71 9 9
25570 29 33 35 51 77 99 105 107 104 106 104 106 105 107 77 10 9
25820 34 38 41 61 82 98 98 102 96 98 97 99 .95 98 71 11 9
26070 33 35 36 43 48 46 45 43 43 45 45 46 44 44 38 11 9
26320 41 43 42 44 46 46 47 46 46 46 46 47 45 47 44 16 13
26570 39 40 39 40 42 41 44 43 43 42 43 43 42 43 40 16 13
26820 38 39 38 38 39 39 41 41 41 40 40 41 40 41 39 16 13
27070 37 38 36 38 38 38 40 40 40 39 39 40 39 39 39 16 13
27570 37 37 36 38 38 37 38 39 40 38 39 40 38 38 39 17 14
28070 35 35 35 38 37 36 36 37 39 36 37 38 36 37 38 17 14

B-23
 AIMSUN2

hypothetical test case

2-A

DENSITY in vehicles/mile/lane
ft 2 3 4 5 6 7 8I 9 10 11 12 13 14 15 16 17 18L
ft
T36b - 1 2
1-3
IL
3 4 6
113 - 14IA 7 I-5 7
Ii
16
15 16
8
..
15
9
3
15
10
3
16
11
14
3
12 ...... 13
7 5
14
5
15
5
16
5
17
5
18
5
13865 11 14 13 17 16 15 15 16 15 7 5 5 5 5 5 5
14065 11 14 16 15 16 16 15 15 16 18 9 5 5 5 5 5 5
12
14265 11 14 16 15 16 16 5 5 5 5 5 5
12
14465 11 14 16 15 15 16 15 16 19 27 18 5 5 5 5 5 5
12
14665 10 12 16 15 15 16 15 18 26 45 33 5 5 5 5 5 5
14
14865 10 13 16 15 15 16 16 24 39 58 45 8 5 5 5 5 5
14 57
15065 1 14 12 16 15 15 17 18 33 54 64 5 5 5
15265 9 12 12 15 14 14 16 22 43 67 81 73 23 5 5 5 5 5
15465 9 11 11 14 14 14 17 36 60 76 99 84 44 5 5 5 5 5
15665 8 11 11 14 15 15 29 59 69 97 116 97 62 11 5 4 5 4
15865 9 12 13 18 23 22 52 73 84 111 118 110 74 26 5 5 5 5
16085 12 17 18 26 34 35 65 79 87 100 103 101 75 38 7 7 7 7
16285 11 15 15 18 21 33 62 76 84 95 95 94 77 44 10 6 6 6
16485 11 15 15 17 21 42 66 80 89 96 94 94 84 51 16 6 6 6
16685 11 15 15 17 25 53 71 83 92 96 94 94 90 57 24 6 6 6
16885 11 14 15 17 31 62 75 86 94 96 93 94 93 64 33 6 6 6
17085 11 15 15 18 40 67 79 91 93 97 92 94 95 72 42 7 6 6
17285 11 14 15 20 51 71 84 94 94 96 92 95 94 80 49 13 6 6
17485 11 15 16 26 63 74 87 95 94 97 93 95 95 85 54 20 6 6
17685 11 16 20 39 70 79 90 95 95 96 93 95 94 91 58 29 6 6
17885 11 20 31 53 75 86 93 94 95 96 93 95 94 94 63 37 7 6
18085 13 31 48 65 82 94 94 95 96 95 94 95 94 95 70 42 9 6
18285 17 47 62 73 89 97 94 95 95 95 94 96 95 95 78 47 15 6
18485 24 65 75 80 93 97 95 95 97 95 95 96 96 95 84 53 23 e
18685 37 80 84 87 95 97 95 96 98 96 96 97 96 96 91 58 34 6
18885 55 92 94 94 98 99 97 97 100 98 98 98 98 98 97 68 45 11
19035 49 72 73 72 74 74 74 74 74 74 74 74 73 74 74 59 40 1K
19235 21 30 30 30 30 30 30 31 30 31 30 31 31 31 31 26 19 12
19435 17 25 24 24 25 25 25 25 24 25 25 25 25 25 25 21 16 11
19635 16 23 22 22 23 23 22 24 22 23 23 23 23 23 23 19 15 1(
19835 15 22 21 22 22 22 22 22 21 23 22 22 22 22 23 19 15 1(
20035 15 21 21 21 21 21 21 22 21 22 22 21 22 21 22 18 15 C1
20235 14 21 20 21 21 21 21 21 20 22 21 21 21 21 21 18 15 11
20435 14 21 21 21 21 20 21 21 20 21 21 21 21 21 21 18 14 1(
20635 14 20 20 20 20 20 20 21 20 21 21 21 21 20 21 18 14 1(
20835 14 20 20 20 20 20 20 21 20 21 22 21 21 21 21 18 15 1'
20935 14 20 21 20 20 21 20 21 20 22 23 21 22 21 22 19 15 1'
21170 11 17 17 17 17 17 17 18 17 19 21 20 19 18 19 17 12
21370 9 13 14 13 14 13 14 14 14 17 21 18 17 16 16 15 11
21570 9 14 14 14 14 14 14 15 16 23 31 24 21 20 21 19 13 1
21770 13 19 20 19 20 19 20 21 26 40 49 40 36 32 31 27 21 1I
21970 13 19 19 19 19 19 19 22 31 46 57 54 47 44 37 32 27 11
22170 13 19 19 19 19 19 19 23 38 51 64 61 57 54 46 43 33 2
22370 13 19 19 19 19 19 20 26 44 57 69 67 64 63 57 55 37 2!
22570 13 19 19 19 19 19 20 31 48 62 73 71 66 65 63 62 42 2
22770 13 19 19 19 19 19 22 36 52 65 76 74 69 66 66 64 48 3
22970 12 19 19 19 19 20 25 42 57 70 77 74 71 67 69 67 52 3
23170 12 19 19 19 19 20 31 45 63 75 77 75 72 71 72 71 56 4
23370 12 19 19 19 19 22 38 50 68 81 78 76 73 74 75 75 59 4
23570 12 19 19 20 20 25 45 57 75 85 79 76 75 75 76 78 63 4
23770 10 14 16 17 17 25 46 59 78 84 77 72 71 70 71 76 65 4
23970 9 13 16 17 18 37 62 83 99 101 101 100 98 99 101 102 93 6
24170 9 13 16 18 25 54 81 98 101 102 102 99 99 100 101 102 100 7
24370 9 14 17 22 43 79 95 102 101 102 102 100 98 100 101 103 102 8
24570 9 14 19 35 69 97 101 102 101 102 101 100 99 101 101 103 103 9
24770 9 15 24 52 81 94 96 97 101 100 93 87 86 90 94 98 102 9
24970 11 24 46 82 95 95 95 96 95 94 91 93 94 94 94 98 97 9
25170 13 41 67 92 95 95 96 97 95 94 92 95 94 95 94 98 96 9
25370 19 71 89 94 96 95 96 97 95 94 93 95 95 96 95 97 97 9
25620 29 90 95 96 97 96 96 98 96 95 95 95 96 96 96 98 98 9
25870 45 98 97 98 99 98 97 100 97 97 97 97 98 98 99 99 101 9
26070 35 61 62 62 61 61 61 62 61 61 61 61 61 62 62 62 62 6
26270 16 26 26 26 26 26 26 26 26 26 27 26 27 26 26 26 25 2
26470 14 23 23 23 23 23 23 23 24 24 24 24 24 23 23 23 22 2
26670 14 22 22 22 22 22 22 21 22 22 23 22 23 22 22 21 21 2
26870 13 21 22 21 21 21 22 21 22 22 22 22 22 21 21 21 21 2
27070 13 20 21 21 21 21 21 20 21 21 22 22 21 21 21 20 20 2
27270 13 20 21 21 21 21 21 20 21 21 21 21 21 20 21 20 20 2
27470 13 20 21 21 21 20 21 20 21 21 21 21 21 20 21 20 20 2
27670 13 20 21 21 20 20 20 20 21 21 21 21 21 20 20 20 20 2
20 20 20 20 21 21 21 21 21 20 20 20 20 2
27870 12 20 20 21
28070 I 12 20 20 20 20 20 20 20 21 21 21 21 21 20 20 19 20 2

B-24
 FREFLO

hypothetical test case

2-A

DENSITY in vehicles/mile/lane
LASI i
2 1 233 44 55 66 7 88 99 10 11 12 13 4 15 16 17 1
ft. 1 7 10 11 12 13 '4 15 16 17 18
136uJ -1l -1l -jIt1 I I
21 21 ZI 22 b25 2 26 b2 26 2U t 9 / f

13850 22 25 26 26 26 26 26 20 17 9 7 7 7 7
21 21 22
14100 22 25 26 26 26 26 26 20 17 10 7 7 7 7
21 21 21
14350 22 25 26 26 26 26 26 21 17 10 7 7 7 7
21 21 21
14565 21 22 24 26 26 26 26 26 21 17 10 7 7 7 7
21 21
14815 17 17 18 19 21 22 22 22 22 22 17 14 9 7 7 7 7
15065 16 16 18 18 20 21 21 22 21 22 17 14 9 6 6 6 6
15315 16 16 18 18 20 21 21 21 21 21 18 14 10 6 6 6 6
15450 16 16 18 19 20 22 22 22 22 22 27 14 10 7 6 6 6
15715 23 23 24 26 28 30 31 31 30 34 61 23 14 9 9 9 9
15980 23 23 25 26 28 31 31 31 32 52 87 41 14 9 8 9 8
16245 23 23 25 27 28 32 32 32 35 78 90 75 17 8 8 9 8
16510 23 23 25 27 28 32 32 32 46 91 90 94 27 9 9 8 8
16775 23 23 25 27 28 32 32 33 69 91 94 93 47 9 8 8 8
17040 23 24 25 27 28 32 32 38 86 86 93 87 68 9 8 8 8
17305 23 24 25 27 28 32 33 57 91 88 92 89 82 9 8 8 8
17570 23 24 24 27 28 31 36 80 89 91 89 92 87 17 8 8 8
17835 23 24 24 27 28 31 47 95 86 93 87 94 88 29 8 8 8
18085 23 24 24 27 28 32 71 92 88 93 89 92 90 40 8 8 8
18335 24 24 24 27 28 39 92 87 91 87 92 86 91 49 9 8 8
18460 25 26 26 31 34 62 97 91 94 89 95 90 96 60 9 9 9
18735 41 42 43 50 61 97 100 99 99 98 99 98 100 76 13 13 13
19010 43 45 45 53 59 69 71 71 71 71 71 71 71 62 13 13 13
19285 44 46 46 53 58 62 64 64 64 63 64 64 64 60 13 13 13
19535 45 47 47 53 58 59 60 61 61 60 60 61 61 59 14 13 13
19785 45 47 48 53 57 58 59 59 59 58 59 59 59 59 16 13 13
20035 44 47 47 51 55 56 57 57 57 56 57 58 58 57 18 13 13
20285 43 46 46 49 53 53 54 54 54 54 55 57 56 54 20 13 13
20570 39 42 42 44 47 47 47 48 48 48 52 54 51 49 21 13 13
20820 24 26 26 27 29 29 30 30 30 32 39 37 31 30 14 8 8
21070 24 26 27 28 30 30 31 31 31 41 56 49 32 30 16 9 8
21320 35 38 38 40 44 44 44 45 45 64 88 78 45 41 21 10 10
21570 35 39 39 41 45 46 46 46 46 62 78 75 54 52 22 10 10
21820 35 39 40 41 46 46 47 47 47 64 76 73 64 64 24 10 10
22070 35 39 41 41 46 47 47 48 48 68 71 74 71 66 26 10 10
22320 35 39 41 41 46 47 47 48 48 75 71 74 70 69 29 10 10
22570 34 39 41 41 45 47 47 47 48 78 71 73 69 70 35 10 10
22820 34 39 40 40 44 46 46 46 49 81 72 71 70 68 52 10 10
23070 32 36 38 38 41 43 43 43 51 79 73 69 72 65 70 10 10
23320 22 25 28 28 30 31 32 33 56 74 66 64 67 56 69 9 9
23570 21 24 27 28 29 30 31 37 80 82 82 81 82 74 88 11 9
23820 20 23 26 27 28 30 31 51 96 84 93 92 94 89 89 27 9
24070 20 23 25 26 27 29 38 74 98 90 100 92 96 93 91 50 9
24290 16 18 20 21 22 25 54 95 95 98 101 91 98 94 95 61 8
24565 21 25 27 29 30 42 88 110 105 107 109 101 107 106 106 89 11
24840 21 25 27 29 32 60 96 100 97 99 97 94 96 99 97 91 17
25090 21 25 28 32 42 85 102 97 98 98 98 96 98 97 98 96 27
25390 22 27 31 46 77 102 100 102 102 101 101 101 102 101 100 103 41
25640 35 44 52 88 112 104 103 107 107 107 104 108 104 107 107 104 60
25890 36 46 53 68 74 72 70 72 73 74 72 72 72 73 73 71 49
26140 36 46 53 61 65 64 62 64 65 65 64 64 64 64 65 63 49
26390 35 47 54 59 61 61 59 60 62 61 61 61 61 61 61 60 50
26640 35 46 53 58 60 60 58 59 60 60 60 59 59 60 60 59 52
27140 33 45 53 57 59 59 58 58 59 59 59 58 59 58 59 58 55
27640
I 32 44 52 56 59 59 57 57 59 59 60 58 59 59 59 58 57

B-25
 FREQ11

hypothetical test case

2-A

DENSITY in vehicles/mile/lane
.I1M.bLILE--
ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
..r.," ' ", -,- ' . ,q ,,-.
" q...
,=u ..." - -.
135MU II I1 24 24 24 I24 24 2 I2 l2 0 10 a
13865 10 10 10 10
21 21 24 24 24 24 24 24 24 24 10 10 10 10
14065 21 21 24 24 24 24 24 24 24 24 10 10 10 10 10 10 10
14265 21 21 24 24 24 24 24 24 24 24 10 10 10 10 10 10 10
14465 21 21 24 24 24 24 24 24 24 24 10 10 10 10 10 10 10
14665 21 21 24 24 24 24 24 24 24 24 10 10 10 10 10 10 10
14865 21 21 24 24 24 24 24 24 24 24 10 10 10 10 10 10 10
15065 21 21 21 21 24 24 24 24 20 11 10 10 10
21 10 8
15350 17 17 21 21 21 21 21 21 30 17 8 8 8 8
15550 21 8 8
17 17 21 21 21 21 21 21 46 26 8 8 8 8
15750 21 8 8
17 17 21 21 21 21 21 21 64 30 8 8 8 8
21 8 8
15950 17 17 21 21 21 21 21 37 74 34 8 8 8 8 8
16118 30 30 30 30 72 80 8
24 24 30 30 42 11 11 11 11 11
16285 24 30 30 30 36 85 80 83 11 11
24 30 30 11 11 11 11
16535 30 30 30 60 85 80 83 16 11
24 24 30 30 11 11 11 11
16785 24 24 30 30 34 80 85 80 83 24 11
30 30 11 11 11 11
17035 30 63 85 85 80 30 11
24 24 30 30 30 83 11 11 11 11
17285 30 36 85 85
24 24 30 30 80 80 83 36 11 11 11 11 11
17535 24 24 30 66 85 85 85 80 83 40 11
30 30 11 11 11 11
17785 24 24 30 30 38 85 85 85 85 80 83 78 11 11 11 11 11
18035 24 24 30 30 66 85 85 85 85 80 83 83 16 11 11 11
18285 24 24 30 41 85 85 85 85 85 80 83 83 24 11 11 11
18510 24 24 30 69 85 85 85 85 85 80 83 83 30 11 11 11
18735 24 24 42 85 85 85 85 85 85 80 83 83 34 11 11 11 11
18960 24 24 69 85 85 85 85 85 85 80 83 83 38 11 11 11 11
19185 53 53 64 64 64 64 64 64 64 71 74 74 37 17 17 17 17
19410 53 53 64 64 64 64 64 64 64 71 74 74 39 17 17 17 17
19645 53 53 64 64 64 64 64 64 64 74 74 74 74 17 17 17 17
19870 53 53 64 64 64 64 64 64 56 74 74 74 74 20 17 17 17
20070 53 53 64 64 64 64 64 64 56 74 74 74 74 22 17 17 17
20270 53 53 64 64 64 64 64 64 58 74 74 74 74 25 17 17 17
20470 53 53 64 64 64 64 64 64 58 74 74 74 74 17 17 17
20670 53 53 64 64 64 64 64 64 60 74 74 74 74 28 17 17 17
20870 53 53 64 64 64 64 64 64 60 74 74 74 74 30 17 17 17
21070 53 53 64 64 64 64 64 64 62 74 74 74 74 32 17 17 17
21370 25 25 28 28 28 28 28 28 49 75 74 74 74 33 11 11 11
21570 25 25 28 28 28 28 28 25 71 75 74 74 74 36 11 11
21820 41 41 48 48 48 48 48 49 80 80 79 79 79 40 15 15
22070 41 41 48 48 48 48 48 56 80 80 79 79 79 76 15 15 15
22320 41 41 48 48 48 48 48 63 80 80 79 79 79 79 19 15 15
22570 41 41 48 48 48 48 48 70 80 80 79 79 79 79 23 15 15
22820 41 41 48 48 48 48 42 80 80 80 79 79 79 79 15
26 15
23070 15
41 41 48 48 48 48 47 80 80 80 79 79 79 79 28 15
15
23320 41 41 48 48 48 48 55 80 80 80 79 79 79 79 31 15
48 48 63 15
23570 41 41 48 48 80 80 80 79 79 79 79 33 15
23770 24 24 28 28 28 28 72 80 80 80 80 80 80 80 38 12 12
23970 24 24 28 28 28 36 80 80 80 80 80 80 80 80 42 12 12
24170 24 24 28 28 28 57 80 80 80 80 80 80 80 80 80 12 12
24370 24 24 28 28 26 76 80 80 80 80 80 80 80 80 80 16 12
24570 24 24 28 28 43 80 80 80 80 80 80 80 80 80 80 22 12
24770 18 18 21 21 61 73 73 73 73 73 73 73 73 73 73 26 10
24970 27 27 31 39 81 81 81 81 81 81 81 81 81 81 81 36 13
25170 27 27 31 59 81 81 81 81 81 81 81 81 81 81 81 39 13
25370 27 27 29 77 81 81 81 81 81 81 81 81 81 81 81 43 13
25620 27 27 44 81 81 81 81 81 81 81 81 81 81 81 81 48 13
25870 27 27 70 81 81 81 81 81 81 81 81 81 81 81 81 81 40
26170 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 26
26370 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 26
26670 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 26
26970 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 26
27270 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 26
28070 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 65 26

8-26
 KRONOS

hypothetical test case

2-A

DENSITY in vehicles/mile/lane
IIM~b•iU
ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
22 22 22 1~ 77
7 7~ -1 7 7I<7 1NOS
27 27 27 27 27 27 27 27 7 7 7 7
15165 21 22 22 7
27 27 27 27 27 27 27 27 7 7 7 7
15265 21 22 22 7
27 27 27 27 27 27 27 27 7 7 7 7
15365 21 22 22 7
27 27 27 27 27 27 27 27 7 7 7 7
15465 21 22 22 7
27 27 27 27 27 27 27 27 7 7 7 7
15565 21 22 22 7
27 27 27 27 27 27 27 27 7 7 7 7
15665 21 22 22 7
27 27 27 27 27 27 27 27 7 7 7 7
15765 21 22 22 7
33 33 33 33 33 33 35 52 9 9 9 9
15865 23 24 27 9
33 33 33 33 33 33 37 70 9 9 9 9
15965 23 24 27 9
33 33 33 33 33 33 43 87 9 9 9 9
16065 23 24 27 9 9
33 33 33 33 33 33 55 99 9 9 9
16250 23 24 27 10 9
33 33 33 33 33 34 72 104 9 9 9
16350 23 24 27 17 9
33 33 33 33 33 35 8872 106 9 9 9
16450 23 24 27 40 9
32 33 33 33 33 38 99 107 9 9 9
16550 23 24 27 71 9
32 33 33 33 33 46 104 107 9 9 9
16650 23 24 27 94 9
32 33 33 33 33 59 106 107 9 9 9
16750 23 24 27 104 9
32 33 33 33 34 76 107 107 9 9 9
16850 23 24 27 107 9
32 33 33 33 36 92 107 107 9 9 9
16950 23 24 27 107 9
32 33 33 33 40 101 107 107 9 9 9
17050 24 24 27 107 9
32 33 33 33 49 105 107 107 9 9 9
17150 24 24 27 107 9
32 33 33 34 63 107 107 107 9 9 9
17250 24 24 27 107 9
31 33 33 34 81 107 107 107 9 9 9
17350 24 24 27 107 9
31 33 33 36 95 107 107 107 9 9 9
17450 24 24 27 107 9
31 33 33 41 102 107 107 107 9 9 9
17550 24 24 27 107 9
31 33 33 52 106 107 107 107 9 9 9
17650 24 24 27 107 9
31 33 34 68 107 107 107 107 9 9 9
17750 24 24 27 107 9
31 33 35 68 107 107 107 107 9 9 9
17850 24 24 27 107 9 9
31 33 37 97 107 107 107 107 9 9
17950 24 24 27 107 14 9
30 33 43 104 107 107 107 107 9 9
18050 24 24 27 107 32 9
18150 30 33 55 106 107 107 107 107 9 9
24 24 27 107 62 9
30 33 72 107 107 107 107 107 9 9
18250 24 24 27 107 89 9
30 33 89 107 107 107 107 107 9 9
18350 24 24 27 107 102 9
30 33 100 107 107 107 107 107 9 9
18450 24 24 27 107 106 9
30 33 105 107 107 107 107 107 9 9
18585 24 24 27 107 107 9
30 33 106 107 107 107 107 107 9 9
18685 24 24 27 30 33 106 107 107 107 107 107 107 107 9
18785 9 9
24 24 27 29 101 107 107 107 107 107 107 107 107 9 9
18885 9 9
26 26 29 32 1010 8080 8 10 108 108 108 108 108 108 9 9 9
18985 29 28 32 9 9
35 109 109 109 109 109 109 109 109 109 9 9 9
19085 32 31 35 38 108 108 108 108 108 108 108 108 108 10 10 10 10
19185 35 34 39 63 104 104 104 104 104 104 104 104 104 11 11 11 11
19285 50 48 59 63 64 65 66 66 66 66 66 67 67 13 13 13 13
19385 51 47 59 63 64 65 65 66 66 66 66 67 67 13 13 13 13
19535 51 47 58 63 64 65 65 66 66 66 66 66 67 13 13 13 13
19635 51 47 57 62 64 65 65 66 66 66 66 66 67 13 13 13 13
19735 51 47 56 62 64 65 65 66 66 66 66 66 67 13 13 13 13
19835 51 47 56 62 64 65 65 66 66 66 66 66 67 13 13 13 13
19935 51 47 55 61 63 64 65 65 66 66 66 66 67 13 13 13 13
20035 51 46 54 61 63 64 65 65 66 66 66 66 66 13 13 13 13
20135 51 47 54 61 63 64 65 65 66 66 66 66 66 13 13 13 13
20235 51 47 53 61 63 64 65 65 66 66 66 66 66 13 13 13 13
20335 51 47 53 60 63 64 65 65 66 66 66 66 67 14 13 13 13
20435 51 47 52 60 63 64 65 65 66 66 66 66 67 18 13 13 13
20535 51 47 52 60 63 64 65 65 66 66 66 66 67 27 13 13 13
20635 51 47 51 60 63 64 65 65 66 66 66 66 67 43 13 13 13
20735 51 47 51 60 62 64 65 65 66 66 66 66 67 60 13 13 13
20870 51 47 51 59 62 64 65 65 66 66 66 66 68 72 13 13 13
20970 51 47 51 59 62 64 65 65 66 66 66 66 69 78 13 13 13
21070 51 48 50 58 61 63 64 65 65 65 66 66 82 93 13 13 13
21170 50 48 50 58 61 63 64 65 65 65 66 66 83 93 13 13 13
21270 50 48 49 58 61 63 64 65 65 65 66 66 84 93 13 13 13
21370 50 48 49 57 61 63 64 65 65 65 66 66 86 93 13 13 13
21470 50 48 49 57 61 63 64 65 65 65 66 66 88 93 13 13 13
21570 50 48 49 57 61 63 64 65 65 65 66 66 89 93 13 13 13
21670 42 41 41 46 48 49 49 49 49 49 49 54 92 93 11 11 11
21770 42 41 41 46 48 49 49 49 49 49 50 57 92 93 11 11 11
21870 42 41 41 46 48 49 49 49 49 49 50 60 93 93 11 11 11
21970 42 41 41 46 48 49 49 49 49 49 50 66 93 93 11 11 11

B-27
 KRONOS

hypothetical test case

2-A

DENSITY in vehicles/mile/lane
S 10 1 12 13 14 15 16 17
ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

22070 42 42 41 46 48 49 49 49 49 49 51 72 93 93 11 11 11 11
22170 42 42 41 46 48 49 49 49 49 49 52 78 93 93 11 11 11 11
22270 42 42 41 46 48 49 49 49 49 49 53 83 93 93 11 11 11 11
22370 42 42 41 46 48 49 49 49 49 49 56 87 93 93 11 11 11 11
22470 42 42 41 45 48 49 49 49 49 49 60 90 93 93 11 11 11 11
22570 42 42 41 45 48 49 49 49 49 50 65 91 93 93 11 11 11 11
22670 42 42 41 45 48 49 49 49 49 50 72 92 93 93 11 11 11 11
22770 42 42 41 45 48 48 49 49 49 50 78 93 93 93 11 11 11 11
S22870 42 42 41 45 48 48 49 49 49 51 83 93 93 93 11 11 11 11
22970 42 42 41 45 47 48 49 49 49 52 87 93 93 93 11 11 11 11
23070 42 42 40 45 47 48 49 49 49 55 90 93 93 93 11 11 11 11
23170 42 42 40 44 47 48 48 49 49 58 91 93 93 93 11 11 11 11
23270 42 42 40 44 47 48 48 48 48 64 92 93 93 93 17 11 11 11
23370 41 42 40 44 46 47 48 48 48 71 93 93 93 93 32 11 11 11
23470 41 41 39 43 45 46 47 47 47 79 93 93 93 93 54 11 11 11
23570 40 40 38 42 44 45 45 45 46 86 93 93 93 93 75 11 11 11
23670 37 37 36 39 41 41 42 42 44 91 93 93 93 93 86 10 10 1iC
23770 34 35 34 36 38 39 39 39 44 97 97 97 97 97 95 10 10
10
23870 32 32 32 34 36 36 37 37 49 103 102 102 102- 102 102 10 10
iC
23970 30 30 31 33 34 35 35 36 60 107 106 106 106 106 106 10 10
24070 28 29 29 31 32 33 34 36 77 109 108 108 108 108 108 9 9 10
24170 27 27 28 30 31 32 33 40 93 110 109 109 109 109 109 9 9
24270 26 26 27 29 30 31 35 49 103 110 110 110 110 110 110 9 9 8
24370 24 24 26 28 29 29 40 65 107 110 110 110 110 110 110 8 8
24470 24 25 26 28 29 30 54 84 109 110 110 110 110 110 110 9 9
24570 24 25 26 28 29 30 72 97 110 110 110 110 110 110 110 9 9
24670 24 25 26 28 29 30 90 104 110 110 110 110 110 110 110 9 9
24770 27 27 29 31 32 47 107 107 107 107 107 107 107 107 107 10 10 10
24870 27 27 29 30 33 60 107 107 107 107 107 107 107 107 107 13 10 ic
24970 27 27 29 30 34 78 107 107 107 107 107 107 107 107 107 26 10 ic
25070 27 27 29 30 36 93 107 107 107 107 107 107 107 107 107 53 10 Ic
25170 27 27 29 31 42 101 107 107 107 107 107 107 107 107 107 82 10 Ic
25270 27 27 29 31 55 105 107 107 107 107 107 107 107 107 107 99 10 1(c
25370 27 27 29 32 72 107 107 107 107 107 107 107 107 107 107 105 10 ic
25470 27 27 29 36 89 107 107 107 107 107 107 107 107 107 107 107 10 1£
1(
25570 27 27 29 45 100 107 107 107 107 107 107 107 107 107 107 107 10
25670 27 27 29 61 105 107 107 107 107 107 107 107 107 107 107 107 10
25770 27 27 29 80 106 107 107 107 107 107 107 107 107 107 107 107 10
25870 27 27 66 107 107 107 107 107 107 107 107 107 107 107 107 107 10
25970 30 35 104 104 104 104 104 104 104 104 104 104 104 104 104 104 11 11
26070 62 66 66 67 67 67 67 67 67 67 67 67 67 67 67 67 15
26170 62 66 66 67 67 67 67 67 67 67 67 67 67 67 67 67 15 1i
26270 63 66 66 67 67 67 67 67 67 67 67 67 67 67 67 67 15
26370 64 66 66 66 67 67 67 67 67 67 67 67 67 67 67 67 15 if1!
26470 64 66 66 66 67 67 67 67 67 67 67 67 67 67 67 67 15 1!
1I
26570 65 66 66 66 67 67 67 67 67 67 67 67 67 67 67 67 15 if
26670 66 66 66 66 67 67 67 67 67 67 67 67 67 67 67 67 15 1`
26770 66 66 66 66 67 67 67 67 67 67 67 67 67 67 67 67 15
26870 67 66 66 66 67 67 67 67 67 67 67 67 67 67 67 67 15
26970 67 66 66 66 66 67 67 67 67 67 67 67 67 67 67 67 15

8-28
 INTEGRATION

hypothetical test case

2-A

DiST
1 2 3 4 5 6 7 8IIM
rLIG
9 -101112131415161718 DENSITY in vehicles/mile/lane

I ft
Sb 1T0
13810
2 A7, Ab1 7b
23 23
d J7p 8 b A
25
26
U u4
.u
28 29 30
LU
30
.2
28 28 29
Jo 17
17 7 7 7 8
IU
7
23 23 26 7 7 7 7
14010 24 27 28 29 28 28 27 28 17 7 7
23 22 25 7 7 7 7
14210 24 27 28 28 28 28 27 28 18 7 7
14410 23 22 25 7 7 7 7
24 27 28 28 27 28 27 27 18 7 7 7
23 22 25 7 7 7
14610 23 27 27 27 27 28 26 27 18 7 7 7
23 22 25 7 7 7
14810 22 23 26 27 27 27 28 27 27 19 7 7
25 7 7 7 7
15010 22 21 23 25 26 26 26 27 26 26 19 7 7 7
21 7 6
15210 18 17 19 22 22 22 22 23 22 21 16 6 7 7
21 7 6
15410 18 17 19 21 22 22 22 23 22 S22 21 16 7 7 7 7
15610 19 18 21 23 25 24 24 25 24 25 23 17 7 7 7 7 7 7
15895 20 20 25 28 28 34 29 29 30 32 29 26 7
7 7
8 7 7
16030 25 24 28 31 33 34 34 33 34 35 45 40 9 9 9 9 9
16230 26 24 28 31 34 34 34 33 34 41 59 81 10 9 9 10 9
16430 26 24 28 30 33 34 34 33 34 51 79 112 11 9 9 9 9
16630 26 24 28 30 33 33 34 33 39 76 97 114 13 9 9 9 9
16830 26 24 27 30 33 33 34 34 58 102 107 115 15 9 9 9 9
17030 26 24 27 29 33 33 34 38 92 106 109 116 18 9 9
9 9
17230 26 24 27 29 33 33 35 53 109 106 110 116 24 9 9 9 9
17430 26 24 27 29 33 33 39 71 109 107 110 115 39 9 9 9 9
17630 26 24 27 29 33 33 50 95 108 107 110 115 84 9 9 9 9
17830 25 24 27 30 33 35 75 105 109 106 111 114 111 10 9
9 9
18030 26 24 27 29 33 43 98 106 109 108 111 114 112 12 9 9 10
18230 26 24 27 29 37 74 107 106 107 107 113 115 111 14 9 9 9
18430 25 25 27 30 48 103 109 106 108 109 116 116 114 16 9 9 9
18630 32 29 32 45 88 107 110 110 111 110 116 124 120 21 10 9 10 9
1C
18905 47 46 61 79 114 117 115 117 115 125 129 125 121 37 11 10 11 9
19040 48 47 51 58 63 65 65 65 65 66 73 79 80 37 14 14 15 12
9
19175 47 45 49 56 62 64 64 64 64 64 74 80 82 42 14 14 15
19375 47 46 49 56 61 63 65 65 65 66 77 80 83 55 14 14 15 14
19575 47 46 48 55 59 62 65 65 66 66 78 80 82 67 14 14 15
19775 46 46 48 55 59 63 65 66 66 67 80 79 81 79 15 13 15 13
19975 45 47 47 54 59 63 65 66 67 67 81 79 80 83 16 14 15
20175 45 47 46 54 59 63 66 67 66 67 83 81 80 83 17 14 15 13
20375 44 47 46 53 59 63 66 68 67 68 84 82 79 85 18 14 15
20575 43 47 45 53 59 64 66 68 67 69 85 82 80 88 20 14 15 13
20775 43 47 45 52 60 66 67 68 67 71 85 82 82 91 21 14 14 13
21010 43 47 45 52 62 68 66 67 65 73 85 84 85 94 24 14 15
21115 28 30 28 33 42 46 42 42 42 48 56 57 57 68 15 9 9
21315 31 34 30 34 45 48 44 43 43 48 58 57 58 72 18 9 9
21515 31 33 31 34 42 44 42 39 41 43 56 57 51 61 19 11 10
21715 37 41 40 44 46 47 53 50 50 60 86 81 75 43 22 11 12 11
21915 36 40 40 43 45 45 50 48 49 65 90 90 90 50 22 11 12 11
22115 36 40 40 43 45 45 49 48 49 77 88 95 91 63 23 11 11 11
22315 36 39 40 41 44 45 49 47 50 93 89 95 90 81 24 11 12 12
11
22515 35 39 40 41 44 46 49 47 52 102 87 94 90 90 26 11 11 17
11
227f5 35 39 39 40 44 46 49 47 57 101 85 94 89 92 29 11 11 11
22915 35 39 39 40 44 47 48 48 62 99 85 92 89 93 34 11 11 11
23115 34 39 38 40 43 47 48 48 69 97 83 92 89 94 43 11
11 11
23315 33 39 38 40 43 46 47 48 78 97 83 90 91 92 61 11 11 11
23515 32 37 37 38 42 44 44 47 88 99 83 88 93 91 79 11 11
23715 22 26 27 28 30 32 32 37 82 87 73 74 79 78 74 10 9 9
23915 22 25 27 28 29 31 31 54 106 109 104 106 110 105 105 12 9 9
24115 22 24 26 27 29 31 32 100 108 112 110 110 110 108 110 14 9 9
24315 22 24 26 28 29 30 41 114 109 112 109 110 110 107 108 16 9 9
24515 21 24 26 27 29 32 75 113 110 112 110 110 108 106 107 19 9 9
24715 20 23 23 24 27 37 86 103 92 97 97 91 87 89 87 22 9
24915 24 27 28 30 33 72 107 107 108 109 107 108 110 109 108 41 11
25115 23 27 28 30 42 101 109 109 108 110 109 109 110 110 110 68 11
25315 23 27 30 37 72 108 109 107 107 110 109 108 109 109 109 106 12
25565 29 32 46 70 103 107 106 106 107 106 106 106 105 106 106 105 15 12
25815 32 51 87 110 116 111 110 112 109 107 108 107 108 108 108 110 19 17
26015 42 52 61 63 64 65 64 65 65 64 64 64 64 64 65 65 26
26215 42 49 58 60 62 62 63 62 62 62 62 62 62 62 62 62 27
26415 42 49 57 58 61 62 62 63 63 63 63 63 63 63 63 63 28 17
17
26615 41 49 56 59 61 62 63 63 63 63 63 63 63 63 63 63 29 17
17
26815 41 49 I 55 59I 61 62 63 63 63 63 li 63 63 63 63 63 63 30

B-29
 Density Tables for Test Case 2-8 : 1-35W Incident Spillback

FRESIM

hypothetical test case

2-B

DENSITY in vehicleslmile/lane
ULb i I MEb1LI C--
10 11 12 13 14 15 16
ft 1 2 3 4 5 6 7 8 9 10 11 12 13
I is 1b lb b1 1 16 1b 16 15 case 6
test
vehicles/mile/lane
in
11 DENSITY
FRESI
2-B
hypothetical 5 b
14
5
15
S k7 17V
16
6
I
1i

16335 21 22 20 20 21 21 21 21 21 15 7 7 7 7 7 7 6
16585 21 22 20 20 22 20 21 21 21 15 8 7 7 7 7 7 6
16835 21 22 20 20 21 20 21 21 21 17 8 7 7 7 6 7 6
17085 21 21 20 20 21 20 21 21 21 31 12 7 7 7 7 7 6
17335 21 21 21 20 22 20 21 21 24 56 34 7 8 7 6 7 6
17585 21 21 21 20 22 20 21 21 32 98 80 13 8 7 6 7 6
17835 22 22 21 21 22 20 21 21 46 114 119 30 8 7 6 7 6
18085 22 23 22 22 23 21 23 26 80 121 124 50 8 7 7 7 6
18335 23 23 22 22 24 22 22 34 88 127 123 64 9 7 6 7 6
18585 22 23 23 23 24 22 23 38 96 130 127 73 10 7 7 8 6
18835 24 24 24 24 26 23 24 50 105 144 132 76 10 7 7 8 6
19035
19285
25
37
25
37
27
39
26
38
28
39
24
37
25
37
61
104
104
126
122
128
110
110
65
71
10
15 11
7 7
10
8
11
7
10
19535 36 35 36 35 37 35 37 118 127 125 107 71 16 10 10 11 9
19785 35 34 35 34 35 34 46 131 126 124 104 71 17 10 10 11 9
20035 34 34 35 32 34 34 54 119 125 126 101 70 19 10 10 11 10
20285 34 33 35 32 34 33 65 121 126 128 98 69 20 10 10 10 10
20535 35 33 35 33 34 33 92 126 125 126 95 67 21 10 10 10 10
20785 34 34 35 33 34 34 93 121 127 123 93 64 22 11 10 11 10
21035 34 33 35 33 34 38 113 122 125 124 90 61 24 11 10 11 10
21320 33 33 33 32 32 48 113 133 140 140 95 59 25 11 10 11 10
21570 33 32 33 32 32 65 149 181 188 184 127 68 30 10 10 11 9
21820 31 30 30 30 29 79 147 147 150 143 98 78 36 8 8 8 8
22070 31 30 30 30 30 93 145 144 144 135 92 82 45 8 8 8 8
22320 31 30 30 30 32 115 143 146 146 133 89 84 52 8 8 8 8
22570 32 30 31 30 38 120 144 144 146 129 89 83 58 8 8 8 9
22820 32 31 32 30 44 135 143 144 146 125 89. 83 63 8 8 8 8
23070 33 31 32 30 60 139 144 144 148 120 88 83 67 9 8 8 9
23320 33 31 32 31 72 139 142 145 146 117 87 83 71 11 8 8 8
23570 33 32 32 32 88 139 148 143 145 113 86 83 75 14 8 8 8
23820 36 34 35 37 115 179 184 188 186 131 96 93 84 21 11 11 11
24070 23 22 22 32 105 143 149 148 150 116 92 89 85 22 7 7 7
24320 23 22 22 49 136 153 154 154 156 123 113 108 107 39 7 7 7
24570 23 22 22 84 155 156 153 153 155 122 118 113 112 61 6 7 7
24820 27 26 34 127 158 157 157 159 158 117 118 116 115 80 10 10 10
25070 28 28 52 118 149 148 151 148 148 110 108 108 108 90 11 9 9
25320 28 29 51 124 148 150 148 148 144 105 105 105 104 96 17 9 9
25570 29 33 57 135 151 149 149 151 139 107 106 105 107 98 21 9 9
25820 34 38 78 145 150 154 151 149 139 103 101 98 95 93 21 9 9
26070 33 35 62 90 87 86 89 86 71 46 45 44 42 45 18 9 9
26320 41 43 94 92 69 61 59 56 46 43 45 46 46 46 25 13 12
26570 39 40 28 24 23 24 23 23 33 40 42 43 42 43 25 13 13
26820 38 39 23 20 19 19 19 19 28 39 41 41 40 40 25 13 12
27070 37 38 22 18 18 17 18 17 26 38 40 40 40 39 25 13 13
27570 37 37 22 16 16 16 16 16 25 37 39 40 40 38 26 13 13
28070 35 35 22 16 16 16 16 16 23 35 37 38 37 36 27 12 13

B-30

M
 AIMSUN2

hyppothetical test case

2-B

DENSITY in vehicles/mile/lane
DISi I lMbLSLI C
ft 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
16o85 12 17 16 16 19 1 16 lb 6 t b
6 b b
16285 11 15 14 15 16 16 16 16 17 9 6 6 6 6 6 6 6
6
16485 11 15 14 14 16 16 17 19 24 11 6 6 6 6 5 6 6
6
16685 11 15 14 14 15 17 21 25 29 15 6 6 6 6 5 6 6
6
16885 11 14 14 15 16 20 29 33 36 20 6 6 6 6 5 6 6
6
17085 11 15 14 14 18 27 35 45 46 28 6 6 6 -5 6 6
6 6
17285 11 14 14 15 23 33 47 64 59 38 9 6 6 5 6 6
6 6
17485 11 15 15 17 32 42 64 69 67 54 17 6 6 6 5 6 6
6
17685 11 16 19 23 44 52 70 69 68 65 30 10 6 6 5 6 6
6
17885 11 ' 19 30 40 56 62 72 72 71 70 60 23 7 6 5 6 6
6
18085 12 30 49 61 66 68 75 79 80 77 85 63 17 6 5 6 6
6
18285 16 50 65 68 70 71 83 85 89 85 87 86 43 6 5 6 6
6
18485 23 69 75 72 78 80 89 91 93 97 88 88 59 6 5 6 6 6
18685 36 83 86 83 89 88 96 96 94 106 100 89 69 10 5 6 6 6
18885 54 94 96 95 97 97 100 98 97 110 123 104 73 22 7 8 8 8
19035 49 73 73 74 73 73 74 73 73 94 115 103 61 30 12 14 14 14
19235 20 29 30 30 30 30 30 30 32 75 100 91 36 17 9 10 11 10
19435 17 24 25 24 24 24 24 25 31 84 101 89 37 15 9 10 9 9
19635 16 22 23 22 23 22 22 23 35 90 101 86 38 15 8 9 9 9
19835 15 21 22 21 22 22 21 22 43 95 100 83 40 17 8 9 9 9
20035 15 20 22 20 21 21 20 22 53 98 100 80 41 19 8 9 9 9
20235 14 20 21 20 21 21 20 23 63 101 99 75 42 21 8 9 9 9
20435 14 20 21 20 21 21 20 25 74 102 100 71 43 23 8 9 9 9
20635 14 20 21 20 20 21 20 29 84 101 99 68 43 26 8 9 9 9
20835 14 20 21 20 20 20 20 36 92 101 98 65 44 28 8 9 9 9
20935 14 20 21 20 21 21 20 45 96 102 98 64 45 30 8 9 9 9
21170 12 16 17 16 17 17 18 51 95 98 93 53 39 27 7 7 7 7
21370 9 13 14 13 14 14 17 82 126 127 119 65 42 30 6 6 6 6
21570 9 14 14 13 14 15 27 113 126 126 115 78 60 46 9 6 6 6
21770 13 19 19 19 19 20 55 133 136 138 113 76 70 55 14 7 7 8
21970 13 19 20 19 19 21 75 134 137 139 109 78 76 59 20 7 7 7
22170 13 18 19 19 19 23 97 134 137 138 103 77 78 61 26 7 7 8
22370 13 18 19 19 19 27 117 134 137 137 98 77 79 64 34 7 7 8
22570 13 18 19 19 19 36 131 134 137 135 93 77 79 68 41 7 7 7
22770 13 18 19 19 19 53 135 135 138 132 88 77 79 69 47 7 8 7
22970 12 18 19 19 20 71 135 135 139 130 84 76 80 69 52 9 7 8
2317C 12 18 19 19 21 89 134 136 139 125 82 77 80 71 55 13 7 7
23370 12 19 19 19 24 106 135 137 140 120 81 78 80 75 58 18 8 7
23570 12 18 19 19 31 121 136 138 139 115 81 80 81 79 61 24 7 7
2377C 10 13 14 15 37 133 136 137 138 112 78 79 78 77 63 31 6 6
23970 9 13 14 16 74 145 144 145 145 120 104 103 103 103 90 53 6 6
24170 9 13 14 19 111 144 143 143 143 115 104 104 102 103 96 68 12 6
24370 9 13 14 33 136 145 144 145 143 111 104 104 102 103 101 77 25 6
2457C 9 14 17 67 145 145 145 146 143 108 104 104 103 103 103 85 43 6
2477C 9 14 20 91 147 151 151 151 146 114 111 112 112 113 112 99 65 16
24970 11 23 42 132 149 149 148 149 137 96 93 96 95 95 94 92 70 28
2517C 13 39 72 140 144 144 144 144 129 96 94 96 95 96 94 96 77 38
25370 18 68 97 142 143 143 143 144 124 97 94 96 96 96 95 97 85 47
25620 28 90 109 143 142 142 143 143 119 97 95 97 96 97 96 97 91 55
25870 44 100 116 146 146 146 146 146 115 99 97 98 98 99 98 99 98 68
2607C 35 62 100 132 131 131 132 131 78 61 61 62 62 62 62 61 62 51
2627C 16 25 102 127 127 127 128 127 45 26 26 26 26 26 26 26 26 22
2647C 14 22 77 87 87 87 88 87 35 23 23 23 23 23 23 24 23 21
2667C 14 21 14 14 14 14 14 14 27 22 22 22 22 22 22 22 22 1S
2687C 13 20 11 10 10 11 10 11 25 21 22 21 22 21 21 22 21
2707C 13 20 10 9 9 9 9 10 24 21 22 21 21 21 21 21 21
2727C 13 19 11 9 9 9 9 9 23 21 21 21 21 20 21 21 21 16
2747C 13 19 10 9 9 9 8 9 23 20 21 21 20 20 21 20 20 19
16
2767C 13 19 11 9 9 9 8 9 22 20 21 20 20 20 21 20 20 1E
2787C 13 19 11 9 8 8 8 9 21 20 21 20 20 20 21 20 20 1E
2807C I 12 19 11 9 9 8 8 9 21 20 21 20 20
-- 20 21 20 20 1E

B-31
 FREFLO

hypothetical test case

2-B

DENSITY in vehicles/milellane
riMbSLICE
ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
21 21 21 21 21 21 21 21 10 15 a 7 7 7 7 7 7
12255 21 21 21 21 21 21 21 21 18 15 8 7 7 7
7 7 7
12495 21 21 21 21 21 21 21 21 18 15 8 7 7 7 7 7
7
12695 17 17 17 17 17 17 17 17 15 13 9 7 7 6 6 6 7
12900 16 16 16 16 16 16 16 16 15 16 21 6 6 7
6 6 6
13100 16 16 16 16 16 16 16 16 15 34 25 7 6 7 6
7 7
13350 21 21 21 21 21 21 21 21 16 55 30 7 7 7
7 7 7
13600 21 21 21 21 21 21 21 21 17 87 30 7 7 7
7 7 7
13850 21 21 21 21 21 21 21 21 28 118 48 7 7 7
7 7 7
14100 21 21 21 21 21 21 21 21 54 125 78 13 7 7
7 7 7
14350 21 21 21 21 21 21 21 21 79 126 98 22 7 7
7 7 7
14565 21 21 21 21 21 21 21 21 103 131 96 32 7 7
7 7 7
14815 17 17 17 17 17 17 17 20 120 115 93 45 7 7 7
6 6
15065 16 16 16 16 16 16 16 40 133 120 105 71 7 *6 6
6 6
15315 16 16 16 16 16 16 16 74 130 122 112 93 7 6 6
6 6
1545C 16 16 17 16 17 17 16 114 138 138 135 99 18 6 6
9 9
15715 23 23 23 23 23 23 23 123 127 129 128 107 34 9 9
9 9
1596C 23 23 23 23 23 23 27 125 120 113 109 93 42 8 9
9 8
16245 23 23 23 23 23 23 41 122 125 103 106 90 52 9 9 8
8
1651C 23 23 23 24 24 23 58 120 128 101 102 94 62 8 8 8 8
16775 23 23 23 24 24 23 68 120 128 104 100 93 77 9 8 9 8
1704C 23 24 23 24 24 24 87 120 128 104 101 90 87 14 8 8 8
17305 23 24 24 24 24 25 110 122 126 104 100 88 94 19 8 8 8
1757C 23 24 24 24 24 36 124 121 124 103 101 87 94 31 8 8 8
17835 23 24 24 24 24 47 127 127 122 101 101 90 91 48 8 8 8
18085 23 24 24 24 24 58 129 129 127 99 100 94 88 59 8 8 9
18335 24 24 24 24 24 73 135 125 130 97 96 92 87 71 8 8 9
1846C 25 26 26 26 26 91 145 153 148 95 103 91 92 79 9 9 9
18735 41 42 42 43 42 103 134 134 131 103 108 97 100 95 14 13 13
1901C 43 45 45 45 45 101 125 117 119 77 79 71 71 71 17 13 13
19285 44 46 46 47 46 108 121 122 116 74 70 64 64 64 20 13 13
19535 45 47 47 48 48 110 121 120 118 77 64 61 61 61 23 13 13
19785 45 47 48 47 48 118 114 124 115 78 62 60 59 59 26 13 13
20035 44 47 47 47 51 115 116 119 112 81 61 59 58 57 28 13 13
20285 43 46 46 46 54 113 123 118 112 88 60 58 56 55 30 13 13
2057( 39 42 42 42 54 111 120 118 112 89 58 56 53 51 29 13 13
2082( 24 26 26 26 49 110 118 105 98 69 39 33 32 31 20 8 8
2107( 24 26 26 27 68 120 127 117 106 83 53 34 32 30 20 8 9
2132( 35 38 38 38 94 135 131 133 128 103 85 53 44 37 27 10 10
2157( 35 39 39 39 90 121 116 119 112 77 77 63 51 38 28 10 10
2182( 35 39 40 40 95 123 114 117 104 69 75 66 58 39 30 10 10
2207( 35 39 41 40 100 120 111 122 99 68 71 70 66 44 32 10 10
22325 35 39 41 41 114 121 115 119 95 67 71 74 72 55 35 10 10
2257( 34 39 41 45 121 116 117 117 95 68 72 78 71 69 39 10 10
2282( 34 39 40 50 121 114 116 116 96 69 76 80 71 77 50 12 10
23071 32 36 37 52 117 119 116 115 95 70 82 82 72 78 71 15 10
23321 22 25 26 51 114 116 113 110 92 62 79 70 63 70 77 16 9
23571 21 24 25 67 116 121 125 120 100 78 94 83 79 84 91 29 9
2382( 20 23 24 82 124 121 120 123 99 89 91 90 91 85 94 46 8
24071 20 23 24 99 122 124 123 120 97 99 88 94 97 90 95 62 9
2429( 16 18 24 117 119 125 121 121 97 103 86 95 98 95 93 79 8
24563 21 25 44 129 125 131 128 128 107 111 101 106 104 106 107 102 13
24841 21 25 60 120 123 121 123 120 100 98 97 99 94 98 101 92 29
2509( 21 25 78 116 121 116 123 122 99 99 97 98 95 98 100 96 49
25391 22 27 94 120 119 118 119 120 101 101 99 101 101 102 101 101 59
25641 35 44 114 122 123 116 123 119 108 104 105 107 107 108 103 106 80
2589C 36 46 107 113 109 110 111 107 83 76 71 73 73 73 70 71 62
2614C 36 46 57 56 56 56 55 55 79 71 63 65 65 65 63 63 59
2639C 35 47 28 26 26 26 26 26 60 64 60 61 62 62 60 60 58
2664 35 46 25 21 21 21 21 21 52 61 59 60 60 60 59 59 58
2714C 33 45 26 19 19 19 19 19 46 60 58 59 59 60 58 58 57
2764 32 44 27 18 18 18 18 18 42 59 58 59 59 59 58 58 57

B-32
 FREQ11

hypothetical test case

2-B

DENSITY in vehicles/mile/lane
UISbft. I I ElIMbLI-CE

T155
7405
1
1I
2
7-3
1I
21
3
_711
-1
21
21
4
"1
1
21
5
11
21
21
6
7"1
.21
7
'-
21
-
8
z.I
21
9
jl1

21
10
71

21
11 12 13
,Mn

8
14
8
15
m mr
16

8
17

8
18

21 21 21 8
7655 21 21 21 21 21 10 70 21 8 8 8
21 21 21 8 8 8 8
7905 21 21 21 21 21 12 84
21 21 21 8 8 8 8
8155 21 21 21 21 21 15 84
21 21 21 8 8 8 8
8405 21 21 21 21 21 18 84
21 21 8 8 8 8
8655 21 21 21 21 21 21 84 21
21 21 21 8 8 8 8
8905 21 21 21 21 21 25 84
21 21 8 8 8 8
9155 21 21 21 21 21 30 84 21
21 21 21 8 8 8 8
9405 21 21 21 21 21 36 84
21 21 21 8 8 8 8
9655 21 21 21 21 21 41 84
21 21 21 8 8 8 8
9905 21 21 21 21 21 48 84
21 21 21 8 8 8 8
10155 21 21 21 21 21 21 59 84
21 21' 8 8 8 8
10405 21 21 21 21 21 10 67 84
21 21 8 8 8 8
10655 21 21 21 21 12 67 84
21 21 21 8 8 8 8
10905 21 21 21 21 14 67 84 8
21 21 21 8 8 8 8
11155 21 21 21 21 17 67 84 8 8
21 21 21 8 8 8 8
11405 21 21 21 21 21 67 84 8 8
21 21 21 8 8 8 8
11655 21 21 21 21 24 67 84 8 8
21 21 21 8 8 8 8
11855 21 21 21 21 21 28 67 84 8 8
17 17 7 7 7 7
12055 17 17 17 17 32 59 73 7 7
17 17 17 7 7 7 7
12255 17 17 17 37 59 73 7 7
21 21 21 21 9 9 9 9
12395 21 21 21 44 67 84 9 9
21 21 21 21 9 9 9 9
12595 21 21 21 48 67 84 9 9
21 21 21 21 9 9 9 9
12795 21 21 21 21 59 67 84 9 9 9
21 21 21 9 9 9 9
12995 21 21 21 9 67 67 84 9 9 9
17 17 17 8 8 8 8
13195 17 17 17 10 59 59 73 8 8 8
17 17 17 8 8 8 8
13400 17 17 12 59 59 73 8 8 8
17 17 17 17 8 8 8 8
13600 17 17 15 59 59 73 8 8 8
21 21 21 21 10 10 10 10
13865 21 21 20 67 67 84 10 10 10
10
21 21 21 21 10 10 10
14065 21 21 23 67 67 84 10 10 10
21 21 21 21 10 10 10 10
14265 21 21 27 67 67 84 10 10 10
21 21 21 21 10 10 10 10
14465 21 21 31 67 67 84 10 10 10
21 21 21 21 10 10 10
14665 21 21 21 21 36 67 67 84 10 10 10 10
21 21 10 10 10
14865 21 21 21 21 41 67 67 84 10 10 10 10 10
21 21 10 10
15065 21 21 21 44 67 67 84 10 10 10 10
17 17 17 8 8 8
15350 17 17 17 53 59 59 73 8 8 8 8
17 17 17 8 8 8
15550 17 17 8 59 59 59 73 8 8 8 8
17 17 17 8 8 8
15750 17 17 17 17 11 59 59 59 73 8 8 8 8
17 8 8 8 8 8 8
15950 17 17 17 17 13 59 59 59 73 8
16118 24 24 24 24 20 70 70 70 80 24 11 11 11 11 11 11 11
24 24 24 11 11
16285 24 24 23 70 70 70 80 11 11 11 11 11
24 24 80 24 11
16535 24 24 25 70 70 70 11 11 11 11 11 11
24 24 24 11
16785 24 24 30 70 70 70 80 11 11 11 11 11 11
24 24 80 24 11 11 11 11 11 11 11
17035 24 24 35 70 70 70
24 24 80 24 11
17285 24 24 42 70 70 70 11 11 11 11 11 11
24 24 24
17535 24 24 49 70 70 70 80 11 11 11 11 11 11
24 24 80 24 11" 11
17785 24 24 58 70 70 70 11 11 11 11 11
24 24 80 24 11- 11
18035 24 24 63 70 70 70 11 11 11 11 11
24 24 80 24 11 11
11
18285 24 12 70 70 70 70 11 11 11 11 11
24 24 24 11 11 11 11
1851C 24 15 70 70 70 70 80 11 11 11
24 24 24 11 11 11 11 11
18735 24 24 24 18 70 70 70 70 80 11 11
1896C 24 24 24 21 70 70 70 70 80 24 11 11 11 11 11 11
19185 53 53 53 35 79 79 79 79 68 53 17 17 17 17 17 17 17
53 53 53 17 17 17 17
1941C 53 37 79 79 79 79 68 17 17 17
53 53 53 17 17 17 17 17 17
19645 53 37 79 79 79 79 68 17
1987C
I--
53
53
53
53
53 38 79 79 79 79 68 53 17 17 17 17 17 17 17

B-33
 FREQ11

hypothetical test case

2-B

DENSITY in vehicles/mile/lane
UL I.IIMbLILE .i
ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
20270 53 5b3 b53 41 79 9 9 3 68 b53 17 17 17 17 17 17 17 17
20270 53 53 53 41 79 79 79 73 68 53 17 17 17 17 17 17 17 17
20470 53 53 53 41 79 79 79 79 68 53 17 17 17 17 17 17 17 17
20670 53 53 53 43 79 79 79 79 68 53 17 17 17 17 17 17 17 17
20870 53 53 53 45 79 79 79 79 68 53 17 17 17 17 17 17 17 17
21070 53 53 53 45 79 79 79 79 68 53 17 17 17 17 17 17 17 17
21370 25 25 25 37 63 63 63 63 76 25 11 11 11 11 11 11 11 11
21570 25 25 25 42 63 63 63 63 76 25 11 11 11 11 11 11 11 11
21820 41 41 41 53 73 73 73 73 79 41 15 15 15 15 15 15 15 15
22070 41 41 41 57 73 73 73 73 79 41 15 5 15 15 15 15
15 15
22320 41 41 41 62 73 73 73 73 79 41 15 15 15 15 15 15 15 15
22570 41 41 41 67 73 73 73 73 79 41 15 15 15 15 15 15 15 15
22820 41 41 41 73 73 73 73 73 79 41 15 15 15 15 15 15 15 15
23070 41 41 18 73 73 73 73 73 79 41 15 15 15 15 15 15 15 15
23320 41 41 19 73 73 73 73 73 79 41 15 15 15 15 15 15 15 15
23570 41 41 20 73 73 73 73 73 79 41 15 15 15 15 15 15 15 15
23770 24 24 15 70 70 70 70 70 80 24 12 12 12 12 12 12 12 12
23970 24 24 18 70 70 70 70 70 80 24 12 12 12 12 12 12 12 12
24170 24 24 21 70 70 70 70 70 80 24 12 12 12 12 12 12 12 12
24370 24 24 23 70 70 70 70 70- 80 24 12 12 12 12 12 12 12 12
24570 24 24 28 70 70 70 70 70 80 24 12 12 12 12 12 12 12 12
24770 18 18 29 61 61 61 61 61 73 18 10 10 10 10 10 10 10 10
24970 27 27 41 73 73 73 73 73 82 27 13 13 13 13 13 13 13 13
25170 27 27 46 73 73 73 73 73 82 27 13 13 13 13 13 13 13 13
25370 27 27 49 73 73 73 73 73 82 27 13 13 13 13 13 13 13 13
25620 27 27 56 73 73 73 73 73 82 27 13 13 13 13 13 13 13 13
25870 27 27 67 73 73 73 73 73 82 27 13 13 13 13 13 13 13 13
26170 65 65 79 79 79 79 79 79 65 65 22 22 22 22 22 22 22 22
26370 65 65 32 32 32 32 32 32 65 65 22 22 22 22 22 22 22 22
26670 65 65 18 18 18 18 18 18 65 65 22 22 22 22 22 22 22 22
26970 65 65 18 18 18 18 18 18 65 65 22 22 22 22 22 22 22 22
27270 65 65 18 18 18 18 18 18 65 65 22 22 22 22 22 22 22 22
28070 65 65 18 18 18 18 18 18 65 65 22 22 22 22 22 22 22 22

B-34
 KRONOS

hypothetical test case

2-B

DENSITY in vehicles/mile/lane
i Mi.LI~E
ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
21 22 22 22 22 22 22 22 22 23 f 7 7 ' '7 7 (7
14600 22 22 22 22 22 22 22 22 22 57 7 7 7 7 7 7 7 7
14700 21 22 22 22 22 22 22 22 22 95 7 7 7 7 7 7 7 7
14800 22 22 22 22 22 22 22 22 23 115 7 7 7 7 7 7 7 7
14965 22 22 22 22 22 22 22 22 27 120 7 7 7 7 7 7 7 7
15065 22 22 22 22 22 22 22 22 40 120 7 7 7 7 7 7 7 7
15165 21 22 22 22 22 22 22 22 69 120 7 7 7 7 7 7 7 7
15265 21 22 22 22 22 22 22 22 102 120 7 7 7 7 7 7 7 7
15365 21 22 22 22 22 22 22 22 121 120 7 7 7 7 7 7 7 7
15465 21 22 22 22 22 22 22 22 126 120 7 7 7 7 7 7 7 7
15565 21 22 22 22 22 22 22 22 127 120 7 7 7 7 7 7 7 7
15665 21 22 22 22 22 22 22 22 127 120 13 7 7 7 7 7 7 7
15765 21 22 22 22 22 22 22 22 127 119 28 7 7 7 7 7 7 7
15865 23 24 24 24 24 24 24 25 125 117 111 9 9 9 9 9 9 - 9
15965 23 24 24 24 24 24 24 26 125 117 111 9 9 9 9 9 9 9
16065 23 24 24 24 24 24 24 30 125 117 111 9 9 9 9 9 9 9
16250 23 24 24 24 24 24 24 43 125 117 111 9 9 9 9 9 9 9
16350 23 24 24 24 24 24 24 71 125 116 111 9 9 9 9 9 9 9
16450 23 24 24 24 24 24 24 101 125 116 111 9 9 9 9 9 9 9
16550 23 24 24 24 24 24 24 119 125 116 111 9 9 9 9 9 9 9
16650 23 24 24 24 24 24 24 124 125 116 111 9 9 9 9 9 9 9
16750 23 24 24 24 24 24 24 125 125 116 110 9 9 9 9 9 9 9
16850 23 24 24 24 24 24 24 125 125 116 110 9 9 9 9 9 9 9
16950 23 24 24 24 24 24 24 125 125 116 110 9 9 9 9 9 9 9
17050 24 24 24 24 24 24 24 125 125 115 110 12 9 9 9 9 9 9
17150 24 24 24 24 24 24 24 125 125 115 110 27 9 9 9 9 9 9
17250 24 24 24 24 24 24 25 125 125 115 110 56 9 9 9 9 9 9
17350 24 24 24 24 24 24 26 125 125 115 110 87 9 9 9 9 9 9
17450 24 24 24 24 24 24 33 125 125 115 110 103 9 9 9 9 9 9
17550 24 24 24 24 24 24 51 125 125 115 110 108 9 9 9 9 9 9
17650 24 24 24 24 24 24 81 125 125 115 110 110 9 9 9 9 9 9
17750 24 24 24 24 24 24 109 125 125 114 110 110 9 9 9 9 9 9
17850 24 24 24 24 24 24 122 125 125 114 110 110 9 9 9 9 9 9
17950 24 24 24 24 24 24 125 125 125 114 110 110 9 9 9 9 9 9
18050 24 24 24 24 24 24 125 125 125 114 110 110 9 9 9 9 9 9
18150 24 24 24 24 24 24 125 125 125 114 110 110 9 9 9 9 9 9
18250 24 24 24 24 24 24 125 125 125 114 110 110 9 9 9 9 9 9
18350 24 24 24 24 24 24 125 125 125 114 110 110 9 9 9 9 9 9
18450 24 24 24 24 24 24 125 125 125 114 110 110 9 9 9 9 9 9
18585 24 24 24 24 24 24 125 125 125 113 110 110 15 9 9 9 9 9
18685 24 24 24 24 24 24 125 125 125 113 110 110 28 9 9 9 9 9
18785 24 24 24 24 24 24 125 125 125 113 110 110 110 9 9 9 9 9
18885 26 26 26 26 26 31 130 130 130 115 112 112 112 9 9 9 9 9
18985 29 28 28 28 28 131 136 136 136 117 113 113 113 9 9 9 9 9
19085 32 31 31 31 31 141 141 141 141 119 113 113 113 10 10 10 10 10
19185 35 34 35 35 35 147 147 147 147 119 112 112 111 11 11 11 11 11
19285 50 48 49 49 49 119 119 119 119 94 87 86 86 13 13 13 13 13
19385 51 47 49 49 49 119 119 119 119 93 87 86 86 13 13 13 13 13
19535 51 47 49 49 49 119 119 119 119 93 87 86 86 13 13 13 13 13
19635 51 47 49 49 49 119 119 119 119 93 86 86 86 13 13 13 13 13
19735 51 47 49 49 49 119 119 119 119 92 86 86 86 13 13 13 13 13
19835 51 47 49 49 49 119 119 119 119 92 86 86 86 13 13 13 13 13
19935 51 47 49 49 49 119 119 119 119 92 86 86 86 13 13 13 13 13
20035 51 46 49 49 49 119 119 119 119 91 86 86 86 13 13 13 13 13
20135 51 47 49 49 49 119 119 119 119 91 86 86 86 13 13 13 13 13
20235 51 47 49 49 49 119 119 119 119 91 86 86 86 13 13 13 13 13
20335 51 47 49 49 49 119 119 119 119 90 86 86 86 13 13 13 13 13
20435 51 47 49 49 49 119 119 119 119 90 86 86 86 13 13 13 13 13
20535 51 47 49 49 49 119 119 119 119 90 86 86 86 13 13 13 13 13
20635 51 47 49 49 49 119 119 119 119 89 86 86 86 13 13 13 13 13
20735 51 47 49 49 49 119 119 119 119 89 86 86 86 13 13 13 13 13
20870 51 47 49 49 49 119 119 119 119 89 86 86 86 13 13 13 13 13
20970 51 47 49 49 49 119 119 119 119 89 86 86 86 13 13 13 13 13

B-35
 KRONOS

hypothetical test case

2-8

DENSITY in vehicles/mile/lane
"[IMESU.
ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
1U/bU 51 48 49 49 54 122 122 122 122 94 93 93
J( 934 1(3 13 13 13
21170 50 48 49 49 60 122 122 122 122 94 93 93 93 49 13 13 13 13
21270 50 48 49 49 72 122 122 122 122 94 93 93 93 71 13 13 13 13
21370 50 48 49 49 89 122 122 122 121 94 93 93 93 85 13 13 13 13
21470 50 48 49 49 105 122 122 122 121 94 93 93 93 91 13 13 13 13
21570 50 48 49 49 114 122 122 122 120 94 93 93 93 92 13 13 13 13
21670 42 41 41 42 122 122 122 122 120 94 93 93 93 93 11 11 11 11
21770 42 41 41 42 122 122 122 122 119 94 93 93 93 93 11 11 11 11
21870 42 41 41 42 122 122 122 122 119 94 93 93 93 93 11 11 11 11
21970 42. 41 41 42 122 122 122 122 118 93 93 93 93 93 11 11 11 11
22070 42 42 41 42 122 122 122 122 117 93 93 93 93 93 11 11 11 11
22170 42 42 41 42 122 122 122 122 116 93 93 93 93 93 11 11 11 11
22270 42 42 41 42 122 122 122 122 115 93 93 93 93 93 11 11 11 11
22370 42 42 41 42 122 122 122 122 115 93 93 93 93 93 11 11 11 11
22470 42 42 41 42 122 122 122 122 114 93 93 93 93 93 11 11 11 11
22570 42 42 41 42 122 122 122 122 113 93 93 93 93 93 11 11 11 11
22670 42 42 41 42 122 122 122 122 112 93 93 93 93 93 11 11 11 11
22770 42 42 41 42 122 122 122 122 111 93 93 93 93 93 11 11 11 11
22870 42 42 41 42 122 122 122 122 110 93 93 93 93 93 11 11 11 11
22970 42 42 41 42 122 122 122 122 109 93 93 93 93 93 11 11 11 11
23070 42 42 40 42 122 122 122 122 108 93 93 93 93 93 11 11 11 11
23170 42 42 40 42 122 122 122 122 107 93 93 93 93 93 11 11 11 11
23270 42 42 40 43 122 122 122 122 106 93 93 93 93 93 11 11 11 11
23370 41 42 40 45 122 122 122 122 105 93 93 93 93 93 11 11 11 11
23470 41 41 39 51 122 122 122 122 104 93 93 93 93 93 11 11 11 11
23570 40 40 38 62 122 122 122 122 103 93 93 93 93 93 11 11 11 11
23670 37 37 36 81 122 122 122 122 102 93 93 93 93 93 15 10 10 1C
23770 34 35 33 102 124 124 124 124 105 97 97 97 97 97 32 10 10 1C
23870 32 32 31 116 125 125 125 125 108 102 102 102 102 102 61 10 10 10
23970 30 30 29 123 125 125 125 125 109 106 106 106 106 106 88 10 10 10
24070 28 29 28 125 125 125 125 125 110 108 108 108 108 108 103 9 9 9
24170 27 27 26 125 125 125 125 125 110 109 109 109 109 109 108 9 9 9
24270 26 26 25 125 125 125 125 125 110 110 110 110 110 110 109 9 9
24370 24 24 23 125 125 125 125 125 110 110 110 110 110 110 110 8 8 8
24470 24 25 24 125 125 125 125 125 110 110 110 110 110 110 110 9 9 5
24570 24 25 24 125 125 125 125 125 110 110 110 110 110 110 110 9 9 £
24670 24 25 24 125 125 125 125 125 110 110 110 110 110 110 110 9 9
24770 27 27 58 124 124 124 124 124 107 107 107 107 107 107 107 10 10 1C
24870 27 27 85 124 124 124 124 124 107 107 107 107 107 107 107 10 10 10
24970 27 27 108 124 124 124 124 124 107 107 107 107 107 107 107 10 10 10
25070 27 27 120 124 124 124 124 124 107 107 107 107 107 107 107 11 10 1C
25170 27 27 123 124 124 124 124 124 107 107 107 107 107 107 107 16 10 1C
25270 27 27 123 124 124 124 124 124 107 107 107 107 107 107 107 34 10 10
25370 27 27 124. 124 124 124 124 124 107 107 107 107 107 107 107 64 10 1C
25470 27 27 124 124 124 124 124 124 107 107 107 107 107 107 107 89 10 1C
25570 27 27 124 124 124 124 124 124 107 107 107 107 107 107 107 102 10 1C
25670 27 27 124 124 124 124 124 124 107 107 107 107 107 107 107 106 10 1C
25770 27 27 124 124 124 124 124 124 107 107 107 107 107 107 107 107 10 IC
25870 27 27 124 124 124 124 124 124 107 107 107 107 107 107 107 107 10 1(
25970 30 35 127 127 127 127 127 127 104 104 104 104 104 104 104 104 11 11
26070 61 65 116 116 116 116 116 116 67 65 65 66 66 66 66 66 15 if
26170 62 65 116 116 116 116 116 116 67 65 65 65 66 66 66 66 15 if
26270 62 65 116 116 116 116 116 116 67 65 65 65 66 66 66 66 15 if
26370 63 65 116 116 116 116 116 116 66 65 65 65 66 66 66 66 15 f1
26470 64 81 116 116 116 116 116 116 66 65 65 65 65 66 66 66 15 15
26570 64 65 67 67 67 68 68 34 65 64 65 65 65 66 66 66 15 14
26670 65 65 67 67 67 68 68 34 65 64 65 65 65 66 66 66 15 1i
26770 65 48 18 18 18 18 18 18 63 64 65 65 65 65 66 66 15 1I
26870 65 64 18 18 18 18 18 18 63 64 64 65 65 65 66 66 15 i1
26970 65 64 18 18 18 18 18 18 61 64 64 65 65 65 66 66 15 1t
27070 66 64 18 18 18 18 18 18 61 64 64 65 65 65 66 66 15 It
27170 65 64 18 18 18 18 18 18 59 63 64 65 65 65 66 66 15 1i
27270 66 64 18 18 18 18 18 18 59 63 64 64 65 65 65 66 15 1I
27370 65 64 18 18 18 18 18 18 57 63 64 64 65 65 65 66 15 1i
27470 65 64 18 18 18 18 18 18 57 63 64 64 65 65 65 66 15 1I
27570 65 64 18 18 18 18 18 18 55 62 63 64 65 65 65 66 15 1I
27670 65 64 18 18 18 18 18 18 55 62 63 64 65 65 65 66 15 1I
27770 64 64 18 18 18 18 18 18 52 61 63 64 65 65 65 65 16 1i
27870 64 64 18 18 18 18 18 18 52 61 63 64 64 65 65 65 16 1i
27970 64 64 18 18 18 18 18 18 50 61 63 64 64 65 65 65 17 1i
28070 64 64 18 18 18 18 118 8 50 61 63 64 64 65 65 65 20 1I

B-36
 INTEGRATION

hypothetical test case

2-B

DENSITY in vehicles/mile/lane
I IM.•5LI ;
ft 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 1l
24 26 25 2bU 24 253 2.1
9 9
9
26 2b6
27 33 9 9 9
16230 24 26 25 26 24 25 9
26 26 9
16430 24 26 25 26 24 25 27 60 10 9 9
26 26 9 9
16630 24 26 25 26 24 25 29 101 11 9 9
26 26 9 9
16830 24 26 25 26 24 25 40 103 14 9 9
26 25 9 9
17030 24 26 25 26 24 25 64 101 16 9 9
26 25 9 9
17230 24 26 25 25 24 25 117 101 20 9 9 9
26 25 9 9
17430 24 26 25 25 24 26 147 100 30 9 9 9
26 25 9 9
176301 26 24 26 25 25 24 27 142 101 51 9 9 9 9
25 9
17830 25 24 26 25 25 24 37 131 101 95 9 9 9 9 9
25 9
18030 26 24 26 25 25 24 65 123 100 111 11 9 9 9 9
25 9
18230 26 24 26 25 25 24 114 124 101 110 13 9 9 9 9
25 9
18430 25 25 26 25 25 25 25 149 124 104 109 15 9 9 9 9
1
18630 32 29 32 30 29 29 31 136 128 109 114 19 9 10 9 9
10
18905 47 46 48 48 49 41 62 131 130 106 133 38 10 11 11 11 11
14
19040 48 47 48 49 46 47 79 117 108 77 78 35 14 15 14 14 14
14
19175 47 45 48 49 44 46 90 118 109 79 80 40 14 14 14 14 14
14
19375 47 46 49 50 45 46 98 120 110 81 81 55 14 15 14 14 15
14
19575 47 46 47 50 45 47 105 120 109 81 81 65 14 15 14 14 14
14
19775 46 46 47 50 45 47 106 121 108 82 80 75 15 15 14 14 14
14
19975 45 47 46 49 45 47 116 122 105 83 80 77 16 15 14 14 14
14
20175 45 47 45 49 45 47 130 121 102 85 81 80 17 15 14 14 14
14
20375 44 47 45 49 45 48 136 121 99 86 82 80 18 14 14 14 14
14
20575 43 47 45 48 46 50 136 118 94 88 84 79 19 14 14 14 14 1i
20775 43 47 45 48 46 56 132 117 89 88 86 80 20 14 14 14 14 14
21010 43 47 45 48 46 68 129 115 84 87 90 83 22 14 14 14 1r
14
21115 28 30 29 30 30 56 81 77 51 56 62 58 15 9 9 9 S
9
21315 31 34 31 32 33 80 81 82 52 58 62 61 17 10 9 9
1
21515 31 33 32 31 35 96 82 82 51 57 59 49 18 11 11 10 Ic
11
21715 37 41 40 43 40 153 119 118 80 75 83 48 21 11 12 10 1;
11
21915 36 40 39 42 40 149 117 117 80 83 91 64 22 11 12 10 11
11
22115 36 40 40 41 39 142 116 117 79 92 91 76 24 11 12 10 11
22315 36 39 40 41 40 133 117 117 77 93 92 85 25 11 11 12 10 11
22515 35 39 40 40 46 128 119 116 75 93 91 92 28 11 11 12 10 1'
22715 35 39 39 39 53 121 116 114 75 93 90 94 33 11 11 11 11 11
22915 35 39 39 38 70 119 118 114 75 93 92 92 40 11 11 11 1
23115 34 39 38 38 118 122 118 114 76 94 92 92 52 11 11 11 11 11
23315 33 39 38 38 157 121 120 116 76 94 92 92 71 11 11 11 11 1V
23515 32 37 36 36 171 123 123 121 79 96 91 92 90 12 11 11 11 1
23715 22 26 25 25 137 109 111 110 69 82 76 79 78 11 9 9 9
23915 22 25 25 27 139 123 131 127 96 110 106 108 108 13 9 9 8
24115 22 24 25 41 132 123 131 126 99 110 107 110 109 14 9 9 9
24315 22 24 24 103 127 123 131 127 99 111 108 110 110 17 9 9 9 i
24515 21 24 25 144 131 125 128 125 104 112 110 109 109 21 9 9 9 c
24715 20 23 23 112 112 122 116 116 92 109 95 96 91 28 9 9 8 c
24915 24 27 38 133 127 123 125 124 97 107 108 106 108 46 11 11 10 1
25115 23 27 81 132 125 126 123 127 100 108 109 107 107 78 12 11 11 1
25315 23 27 142 129 129 125 127 127 104 107 111 109 108 107 13 11 11 1
25565 29 32 150 133 127 125 129 132 102 105 106 106 106 107 16 12 12 1;
25815 32 51 137 131 127 131 127 127 121 124 126 123 122 120 21 12 13 1:
26015 42 52 110 105 105 105 105 105 65 66 66 66 66 66 28 17 17 1I
26215 42 49 106 105 105 105 105 105 64 64 64 64 64 64 29 16 17 1
26415 42 49 57 57 57 57 57 57 63 63 63 63 63 63 29 16 18 1(
26615 41 49 27 27 27 27 27 27 60 61 62 62 62 62 31 16 18 11
26815 41 49 28, 27 27 27 27 27 58 61 62 62 62 62 32 16 17 11
27015 41 49 28 27 27 27 27 27 56 61 62 62 62 62 33 17 17 11
27215 40 49 29 27 27 27 27 27 55 61 62 62 62 62 35 17 17 14
27415 39 48 29 27 27 27 27 27 55 61 62 62 62 62 36 17 17 11
27615 39 47 30 27 27 27 27 27 54 61 62 62 62 62 39 17 17 14
27815 38 47 30 27 27 27 27 27 53 61 62 62 62 62 42 17 17 1(
28015 I 38 48 31 27 27 27 27 27 52 61 62 62
-- 62 62 47 17 17 1(

B-37
Multiple Lane Drop Freeway Section Geometrics and Capacities

cap : 11000 vph : cap : 8800 vph cap : 6600 vph cap :4400 vph cap 6600 vph cap : 8800 vph
len : 1500 ft len : 4000 ft len : 4000 ft len :2000 ft len : 1000 ft len : 600 ft
0.457 km 1.220 km 1.220 km 0.610km 0.305 km 0.183 km

B--38
B-38
Flow Data for Test Case 3-A : Multiple Lane Drop Congestion Spillback

time period mainline vol.

(vph)
1 1100
2 1100
3 8250
4 8250
5 8250
6 8250
7 8250
8 8250
9 1100
10 1100
11 1100
12 1100
13 1100
14 1100
15 1100
16 1100
17 1100
18 1100

B-39
 Model Parameters for Test Case 3-A : Multiple Lane Drop Congestion Spillback

FRESIM:

* default vehicle set.

* car following factors = 15 to 6.
* acceleration lag = 0.3 sec.
* deceleration lag = 0.3 sec.
* lane change time = 3 sec.
* vehicle generation minimum separation = 0.5 sec.
* percentage of drivers willing to yield = 30 percent.
Sminimum non-emergency deceleration = 0.8 ft/sec 2

AIMSUN2 :

vehicle characteristics:
* length = 4.0 m.
* width = 2.0 m.
* desired speed = 104 kph.
* maximum acceleration = 2.8 m/sec
Smaximum deceleration = 4.0 m/sec 2

simulation parameters:
Ssimulation step size = 0.75sec
speed acceptance = 0.80
Sbraking coefficient = 2.0
zone 1 distance = 100 m
zone 2 distance = 10 m
minimum distance between vehicles = 1.5 m
queue speed = 1.0 m/sec 2
queue leaving speed = 4.0 m/sec 2
junction visibility = 25 m
Scruising tolerance = 0.80

FREFLO:

* relaxation time = 75 sec/mile

* anticipation coefficient = 0.25 miles2/hour
* capacities as listed on the freeway geometrics
* cubic polynomial speed-density relationship

speed = 81 - 125 (k * 10 2) + 115 (k * 102) 2 - 49 (k* 10-2) 3

B-40
FREQ 11:

* capacities as listed on the freeway geometrics

* points on the speed-V/C curve

Points on Upper of Speed-V/C curve Points on Lower of Speed-V/C curve

Portion Portion
V/C ratio speed (mph) V/C ratio speed (mph)
0.00 65 0.00 0
0.44 65 0.16 6
0.50 62 0.73 19
0.73 53 0.86 24
0.86 46 1.00 34
1.00 34

KRONOS:

* jam density = 136 vpm

* maximum capacity = 2200 vph
* density at maximum capacity = 68
* density at end of linear region of QK curve = 15 vpm
* flow rate at end of linear region of QK curve = 975 vph
* capacities as listed on the freeway geometrics

INTEGRATION:

* mailine freeflow speed = 104 kph

* ramp freeflow speed = 72 kph
* capacities as listed on the freeway geometrics
* speed at capacity for mainline = 54.7 kph
* speed at capacity for ramps = 54.7 kph
* mainline jam density = 84.5 vpkpl
* ramp jam density = 84.5 vpkpl

B-41
Flow Data for Test Case 3-B : Multiple Lane Drop Incident Spillback

time period mainline vol.

(vph)
1 4400
2 4400
3 4400
4 4400
5 4400
6 4400
7 4400
8 4400
9 1100-
10 1100
11 1100
12 1100
13 1100
14 1100
15 1100
16 1100
17 1100
18 1100

B-42
 Model Parameters for Test Case 3-B : Multiple Lane Drop Incident Spillback

FRESIM :

* default vehicle set.

* car following factors = 15 to 6.
* acceleration lag = 0.3 sec.
* deceleration lag = 0.3 sec.
* lane change time = 3 sec.
* vehicle generation minimum separation = 0.5 sec.
* percentage of drivers willing to yield = 30 percent.
Sminimum non-emergency deceleration = 0.8 ft/sec

AIMSUN2 :

vehicle characteristics:
* length = 4.0 m.
* width = 2.0 m.
* desired speed = 104 kph.
* maximum acceleration = 2.8 m/sec 2
Smaximum deceleration = 4.0 m/sec 2

simulation parameters:
Ssimulation step size = 0.75sec
Sspeed acceptance = 0.80
Sbraking coefficient = 2.0
zone 1 distance = 100 m
zone 2 distance = 10 m
Sminimum distance between vehicles = 1.5 m
queue speed = 1.0 m/sec 2
queue leaving speed = 4.0 m/sec2
Sjunction visibility = 25 m
Scruising tolerance = 0.80

FREFLO:

* relaxation time = 75 sec/mile

* anticipation coefficient = 0.25 miles2/hour
* capacities as listed on the freeway geometrics
* cubic polynomial speed-density relationship

speed = 81 - 125 (k * 10"2) + 115 (k * 102) 2 - 49 (k* 10-2) 3

B-43
FREQ 11:

* capacities as listed on the freeway geometrics

* points on the speed-V/C curve

Points on Upper of Speed-V/C curve Points on Lower of Speed-V/C curve

Portion Portion
V/C ratio speed (mph) V/C ratio speed (mph)
0.00 65 0.00 0
0.44 65 0.16 6
0.50 62 0.73 19
0.73 53 0.86 24
0.86 46 1.00 34
1.00 34

KRONOS:

* jam density = 136 vpm

* maximum capacity = 2200 vph
* density at maximum capacity = 68
* density at end of linear region of QK curve = 15 vpm
* flow rate at end of linear region of QK curve = 975 vph
* capacities as listed on the freeway geometrics

INTEGRATION:

* mailine freeflow speed = 104 kph

* ramp freeflow speed = 72 kph
* capacities as listed on the freeway geometrics
* speed at capacity for mainline = 54.7 kph
* speed at capacity for ramps = 54.7 kph
* mainline jam density = 84.5 vpkpl
* ramp jam density = 84.5 vpkpl

B-44
 Density Tables for Test Case 3-A : Multiple Lane Drop Congestion Spillback

FRESIM

hypothetical test case

3-A

DENSITY in vehicles/mile/lane
1IM L
ft 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
" "3 L. 2.3
--
71 29 30U 34 89 94 5 4 4 4 4 4
400 3 26 27 28 28 39 104 114 14 4 4 3 3 3 3
600 3 27 28 29 29 53 111 125 34 4 4 3 3 3 3
800 3 26 28 30 31 65 118 133 59 4 3 3 3 3 3
1000 3 26 28 30 33 77 127 135 83 4 3 3 3 3 3
1200 3 26 29 31 39 86 133 138 103 5 3 3 3 3 3
1400 3 25 30 32 45 98 136 137 116 12 3 3 3 3 3
1600 3 25 32 33 51 93 116 119 110 25 3 3 3 3 3
1800 4 30 38 38 64 98 121 123 124 49 4 4 4 4 4
2000 4 29 37 37 67 98 122 121 124 70 4 4 4 4 .4
2200 4 28 36 37 74 102 122 123 124 91 4 4 4 4 4
2400 4 27 36 38 82 105 122 123 123 108 6 4 4 4 4
2600 4 27 36 40 89 108 122 123 124 118 12 4 4 4 4
2800 4 26 36 48 94 110 123 123 124 123 25 4 4 4 4
3000 4 25 35 61 93 114 122 124 124 125 44 4 4 4 4
3200 4. 24 36 75 91 114 124 122 124 123 65 4 4 4 4
3400 4 24 36 80 89 116 127 125 123 124 84 5 4 4 4
3600 4 23 36 85 90 118 118 125 122 123 104 5 4 4 4
3800 4 23 37 96 91 120 123 125 125 123 117 13 4 4 4
4000 S 22 46 92 94 124 122 125 124 124 124 26 4 4 4
4200 4 22 55 84 97 124 124 123 124 123 127 48 4 4 4
4400 4 21 57 84 99 124 124 124 125 123 126 67 4 4 4
4600 4 22 62 86 103 123 126 125 125 124 127 88 5 4 4
4800 4 21 67 85 104 125 125 125 124 125 127 105 9 4 4
5000 4 20 71 86 107 124 125 125 125 125 126 114 19 4 4
5200 4 20 78 86 111 127 126 126 128 126 129 124 27 4 4
5400 4 20 78 81 106 126 127 127 125 127 129 128 37 4 4
5600 4 21 56 53 88 101 101 103 102 104 103 101 43 4 4
5800 6 23 50 48 94 104 105 105 107 104 107 105 64 6 6
6000 6 21 46 46 97 103 104 105 100 104 105 106 75 5 6
6200 6 19 44 47 100 104 104 105 103 104 105 107 85 6 6
6400 6 18 43 55 102 103 106 104 104 103 105 105 95 8 6
6600 6 17 41 61 103 105 105 105 103 104 105 106 101 11 6 6
6800 6 16 40 65 103 106 104 105 103 103 105 105 106 15 6 6
7000 6 15 39 73 104 104 107 105 103 104 105 105 107 24 6 6
7200 6 15 39 77 104 105 106 104 103 104 104 106 106 36 6 6
7400 6 14 39 82 103 103 106 105 103 106 104 105 106 46 6 6
7600 6 14 40 92 102 104 108 104 104 105 104 106 106 57 6 6
7800 6 13 41 99 103 104 106 105 102 106 104 105 105 67 6 6
8000 6 12 44 108 103 104 107 105 103 107 104 105 105 77 6 6
8200 8 12 49 103 103 106 106 106 105 106 104 106 105 88 6 6
8400 6 11 55 102 103 103 106 105 106 106 105 106 105 97 8 6
8600 6 11 60 103 103 105 106 107 109 104 104 105 104 102 12 6
8800 6 10 65 104 103 105 105 105 107 105 104 106 105 105 21 6
9000 10 67 105 104 104 105 105 106 106 105 105 106 106 32 6
9200 9 71 105 105 104 106 105 105 107 105 106 106 106 42 5
9400 9 77 107 106 106 107 109 107 106 106 107 107 107 48 5
9600 8 81 95 95 99 92 87 96 97 99 96 94 91 44 6
9800 8 58 58 56 57 53 52 56 56 59 61 54 55 30 6
10000 11 51 53 52 53 53 53 52 52 53 52 52 52 34
10200 11 45 47 47 46 47 48 46 46 46 46 46 46 33
10400 10 42 45 44 44 45 46 44 43 44 43 44 43 32
10600 10 39 44 41 42 44 44 42 41 43 41 42 40 32
10800 10 38 43 40 41 44 44 42 40 42 40 42 40 32
11000 10 37 42 40 41 43 43 42 39 41 40 42 39 32
11200 9 36 42 39 41 43 42 43 39 41 40 41 40 32
11400 9 36 42 40 41 42 42 43 39 41 40 40 40 33
11600 9 35 40 41 41 41 41 42 39 40 39 39 40 34
11800 8 35 39 39 40 40 40 41 39 38 39 37 39 34
12000 6 22 25 26 26 25 26 26 25 25 25 25 25 22
12200 5 22 25 25 26 25 25 25 25 25 24 24 25 22
12400 6 21 24 24 25 24 25 25 24 25 24 24 24 22
12600 6 21 24 24 24 24 25 25 24 24 24 24 24 22
12800 6 20 24 24 25 24 25 24 24 24 24 24 24 22
13000 4 15 18 18 18 18 19 18 18 18 18 18 18 17
13200 I 4 14 17 18 18 18 18 18 17 17 17 17 17 17

B-45
 AlMSUN2

hypothetical test case

3-A

DENSITY in vehicles/mile/lane
Jt1. i '-"IIML SLIUC_
ft 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
20D 2 2 18 18 18 21 18 19 2 2 2 2 2 2 2 2 2 2
400 2 2 17 17 18 21 19 19 3 2 2 2 2 2 2 2 2 2
600 2 2 16 17 19 23 24 21 3 2 2 2 2 2 2 2 2 2
800 2 2 16 20 22 28 36 28 4 2 2 2 2 2 2 2 2 2
1000 2 2 17 28 31 39 50 44 8 2 2 2 2 2 2 2 2 2
1200 2 2 20 40 48 55 59 58 15 2 2 2 2 2 2 2 2 2
1400 2 2 29 55 62 63 64 66 25 2 2 2 2 2 2 2 2 2
1600 3 2 33 47 50 49 50 55 31 2 3 3 2 2 3 3 3 3
1800 3 .3 18 23 24 25 26 37 32 3 3 3 2 3 3 3 3 3
2000 3 3 16 21 22 23 25 42 46 3 3 3 2 3 3 3 3 3
2200 3 3 15 20 21 23 27 49 62 5 3 3 3 3 3 3 3 3
2400 3 3 15 19 20 24 31 58 80 10 3 3 3 3 3 2 3 3
2600 3 3 14 19 20 26 37 66 95 23 3 3 3 2 3 3 3 3
2800 3 3 14 19 20 28 44 73 100 49 3 3 3 3 3 2 3 3
3000 3 3 13 19 20 30 52 78 103 75 4 3 3 3 3 2 3 3
3200 3 3 13 19 21 34 60 81 106 99 9 3 3 3 3 2 3 3
3400 3 3 13 19 23 38 67 83 109 115 26 3 3 3 3 2 3 2
3600 3 3 13 19 25 45 71 85 111 115 54 3 3 2 3 3 3 2
3800 3 3 12 19 28 53 73 88 112 115 79 4 3 2 3 2 3 2
4000 3 3 12 19 32 60 75 91 113 115 101 9 3 3 3 3 3 2
4200 3 3 12 20 39 66 76 95 114 115 112 27 3 2 3 3 3 2
4400 3 3 11 23 47 69 77 98 114 115 112 54 3 3 3 3 3 2
4600 3 3 11 27 57 71 79 102 114 115 113 78 4 3 3 3 3 2
4800 3 3 11 35 66 74 81 105 115 114 113 100 9 3 3 3 3 2
5000 3 3 12 47 72 74 82 108 115 114 113 112 26 3 3 3 3 2
5200 3 3 13 61 76 76 83 110 115 114 113 113 54 3 3 3 3 2
5400 3 3 20 73 78 78 87 113 116 114 114 113 82 3 3 3 3 3
5600 3 3 22 56 57 58 72 102 104 101 101 102 92 8 3 4 4 3
5800 4 4 12 26 28 30 57 92 93 90 90 91 90 16 4 4 4 4
6000 3 3 11 23 25 27 65 92 93 90 90 91 91 27 3 4 4
6200 3 3 10 22 24 28 73 92 93 90 89 92 91 41 3 4 4 3
6400 3 3 9 21 23 31 79 92 93 90 89 90 92 54 3 4 4
6600 3 3 9 21 23 36 84 93 92 90 89 91 92 67 4 4 4 3
6800 3 3 9 21 23 43 87 93 92 91 90 91 93 78 6 4 4
7000 3 3 9 20 23 52 90 93 91 91 90 91 93 87 10 4 4 3
7200 3 3 8 20 24 61 91 93 91 91 90 91 93 91 19 4 4
7400 3 3 8 20 26 69 91 93 91 91 90 91 93 92 32 4 3 3
7600 3 3 8 20 29 76 91 93 90 91 91 91 92 92 44 4 4
7800 3 3 8 20 34 83 92 93 91 91 91 92 92 92 57 4 4 4
8000 3 3 7 20 41 86 92 94 90 89 92 92 92 92 70 4 4 4
8200 3 3 7 20 50 89 93 94 90 89 92 94 92 92 80 6 4 4
8400 3 3 7 21 61 90 93 93 90 90 92 93 92 92 87 12 3
8600 3 3 6 23 70 90 94 92 90 91 92 92 92 92 91 23 3
880C 3 4 6 26 80 92 94 92 91 91 92 93 92 92 91 37 3
9000 3 4 6 33 87 92 94 92 92 92 93 93 93 92 92 51 3
920C 3 4 6 46 91 93 95 93 92 92 93 94 94 94 93 66 4
940C 3 4 6 60 93 94 95 93 94 94 94 95 95 94 94 80 5
960C 4 4 7 76 95 95 97 95 95 95 95 97 96 95 95 92 12
980C 5 6 9 66 72 71 73 72 73 73 72 73 73 72 73 73 18 6
10000 5 6 7 26 30 30 29 30 30 30 30 30 30 30 30 30 11 6
1020C 5 5 6 23 26 25 25 26 26 25 26 25 25 26 25 25 10 6
10400 5 5 6 21 24 24 23 24 24 24 24 23 24 24 24 23 10 6
10600 5 5 6 20 24 23 22 23 23 23 23 22 23 23 23 22 10
1080C 5 6 5 20 23 23 22 23 23 22 23 22 22 22 22 22 10
11000 4 6 5 19 23 23 21 22 22 22 23 21 22 22 22 21 11
1120C 5 5 5 19 22 22 21 22 22 22 22 21 22 22 22 21 10
1140( 5 5 5 19 22 22 21 22 22 22 22 21 22 22 22 21 11
11600 4 5 5 19 22 22 21 22 22 22 22 21 22 22 22 21 11
1180( 4 4 4 15 18 18 17 17 17 17 18 17 17 17 17 17 9
1200( 3 4 3 12 15 15 14 14 15 14 14 14 14 14 14 14 8
12200 3 4 3 12 15 14 14 14 14 14 14 14 14 14 14 14 8
12400 3 3 3 12 15 14 14 14 15 14 14 14 14 14 14 14 8
1260( 3 4 3 11 14 14 14 14 14 15 14 14 14 14 14 14 8
1280( 2 3 3 10 12 12 12 12 12 12 12 12 12 12 12 12 7
1300( 2 3 3 8 11 11 10 11 11 11 11 11 11 11 11 11 6
1320( 2 3 3 8 11 11 10 11 11 11 11 110 11 -11 10 7

B-46
 FREFLO
hypothetical test case
3-A

DENSITY in vehicles/mile/lane
1MSLICE
ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 1E
3HJ •L 3. 3'4 1UO 1Z 2
1ZO 10 1 3 3 3 3 3 3
400 29 32 32 39 102 115 123 114 67 3 3 3 3 3 3
600 28 32 32 48 111 112 118 116 87 4 3 3 3 3 3
800 27 32 32 51 119 113 119 112 105 16 3 3 3 3 3
1000 25 33 33 60 118 113 114 112 112 32 3 3 3 3 3
1200 24 33 33 69 120 117 113 114 119 53 3 3 3 3 3
1300 25 35 35 81 133 119 123 121 125 77 3 3 4 3 3
1500 30 47 47 87 125 111 112 112 116 88 4 4 4 4 4
1700 29 48 48 81 113 101 1C8 107 108 97 6 4 4 4 4
1900 27 49 49 81 109 102 102 109 101 106 14 4 4 4 4
2100 25 49 50 80 107 104 100 109 98 104 33 4 4 4 4
2300 23 49 50 84 106 108 100 107 101 102 51 4 4 4 4
2500 21 49 52 85 100 109 101 104 104 97 65 4 4 4 4
2700 20 48 58 86 102 106 104 100 106 101 77 4 4 4 4
2900 18 48 60 84 101 102 108 98 106 106 92 4 4 4 4
3100 16 47 59 85 105 98 109 96 106 107 97 13 4 4 4
3300 15 46 61 84 106 97 106 101 107 107 98 33 4 4 4
3500 13 45 60 88 107 100 104 104 106 101 103 43 4 4 4
3700 12 44 60 91 102 105 100 106 104 100 107 61 4 4 4
3900 11 43 61 95 99 106 103 105 103 100 106 76 4 4 4
4100 10 42 61 99 99 106 104 101 103 103 105 91 5 4 4
4300 9 40 65 96 104 100 106 101 104 104 102 106 8 4 4
4500 8 39 69 93 108 97 107 97 105 105 102 104 28 4 4
4700 7 38 72 94 108 99 104 102 106 104 102 100 46 4 4
4900 7 37 78 95 107 103 99 106 106 100 104 97 61 4 4
5100 6 37 87 100 103 104 96 107 107 100 106 100 73 4 4
5300 6 41 97 108 102 108 102 104 105 101 106 108 85 4 4
5500 7 57 107 114 104 113 109 106 108 109 110 115 96 8 6
5700 7 48 72 93 92 97 94 87 94 94 93 98 87 17 6
5900 6 43 64 86 90 91 89 85 87 93 88 90 87 21 6
6100 6 41 60 83 91 88 87 90 82 93 89 87 89 31 6
6300 6 38 58 82 89 90 84 90 84 92 92 83 88 40 6
6500 6 35 57 86 86 89 84 91 86 88 92 83 88 49 6
6700 6 33 56 88 83 89 83 91 89 85 92 86 86 58 6
6900 6 31 55 87 82 90 85 89 89 85 91 90 81 71 6
7100 6 28 54 89 83 89 87 86 89 87 88 91 84 79 6
7300 6 26 54 87 86 85 91 85 87 91 84 91 87 79 6
7500 6 24 56 83 89 85 89 88 84 91 85 89 89 82 12
7700 6 23 57 80 90 87 86 88 83 92 85 85 90 85 15
7900 6 21 57 84 88 88 84 88 85 89 87 84 88 88 25
8100 6 20 56 86 85 90 84 90 88 86 87 85 87 88 33
8300 6 18 55 87 84 89 84 89 89 84 86 88 84 88 43
8500 6 17 55 88 85 88 89 85 91 84 86 89 88 83 52
8700 6 16 53 88 88 85 92 86 87 85 86 88 88 83 64
8900 6 15 55 87 91 82 92 87 84 88 84 84 90 84 70
-9100 6 14 58 83 90 86 89 88 85 89 89 83 87 87 76
.9300 6 13 61 89 89 92 85 91 86 91 91 86 90 92 84
9500 6 12 69 95 93 95 91 93 95 92 95 94 93 96 91 1i
9700 9 17 85 99 101 98 101 97 102 98 97 101 97 100 101 2
9900 9 16 62 68 68 68 69 68 69 68 68 69 67 68 69 2
10100 9 15 56 60 61 60 61 60 61 61 60 60 60 60 61 21
10300 9 14 52 57 57 58 57 57 58 58 57 58 57 58 58 2
2(
10500 9 13 50 55 56 56 56 56 56 57 56 56 56 56 56 2!
10700 9 12 48 54 55 55 55 55 55 56 55 55 55 55 55 3
10900 9 12 45 54 54 55 54 54 55 54 54 55 54 54 54
11100 9 11 43 53 53 53 54 53 53 54 53 53 53 52 54
51 51 2
11300 9 10 41 50 51 51 51 51 51 51 51 51 51
11500 9 10 36 45 45 45 45 46 45 46 45 45 45 45 45
11700 6 6 22 28 28 28 28 28 28 28 28 28 28 28 28 3'
2:
11900 6 6 21 27 27 27 27 27 27 27 27 27 27 27 27 31
2
23,
12100 6 6 20 26 26 26 26 26 26 27 26 26 27 26 27 2
12300 6 6 19 26 26 26 26 26 26 26 26 26 26 26 26 2
12500 6 6 18 25 25 25 25 25 25 25 25 25 25 25 25 2'
12700 4 4 13 18 18 18 18 18 18 18 18 18 18 18 18
12900 4 4 12 17 17 18 18 18 17 18 18 18 18 18 18
13100 I 4 4 12 17 17 17 17 17 17 17 17 17 17 17 17

B-47
 FREQ11

hypothetical test case

3-A

DENSITY in vehicles/mile/lane
IIn
M-iSLI..
ft 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
6-3 63 63 m63 ( -3 3 3 : :3 :3
400 18 63 63 63 63 3 3 3 3 3
63 11 3 3 3
600 20 63 63 63 3 3 3 3 3
63 14 3 3 3
800 21 63 63 63 63 16 3 3 3 3 3 3 3 3
63 63
1000 22 63 63 63 17 3 3 3 3 3 :3 3 3
63 63
1200 23 63 63 63 17 3 3 3 3 3 3 3 3
63 63 3
1400 24 63 63 63 3 3 3 3 3 3 3 3
63 63
18 3
1600 3 3
26 63 63 69 63 73 3 3 3 3 3 3 3
69 4 4
1800 32 6, 69 69 69 79 7 4 4 4 4 4 4
69 4 4
2000 32 69 69 69 69 79 11 4 4 4 4 4 4
69 4 4
2200 34 69 69 69 69 79 13 4 4 4 4 4 4
69 4 4
2400O 34 69 69 69 69 79 15 4 4 4 4 4 4
69 4 4
2600 34 69 69 69 69 79 16 4 4 4 4 4 4
69 4 4
2800 37 69 69 69 69 79 17 4 4 4 4 4 4
69 4 4
3000 37 69 69 69 69 79 18 4 4 4 4 4 4
69 4 4
3200 37 69 69 69 69 79 18 4 4 4 4 4 4
69 4 4
3400 39 69 69 69 69 79 20 4 4 4 4 4 4
69 4 4
3600 39 69 69 69 69 79 79 5 4 4 4 4 4
69 4 4
3800 39 69 69 69 69 79 79 8 4 4 4 4 4
69 4 4
4000 39 69 69 69 69 79 79 11 4 4 4 4 4
69 4 4
4200 42 69 69 69 69 79 79 14 4 4 4 4 4
69 4 4
4400 42 69 69 69 69 79 79 15 4 4 4 4 4
69 4 4
4600 42 69 69 69 69 79 79 16 4 4 4 4 4
69 4 4
4800 46 69 69 69 69 79 79 17 4 4 4 4 4
69 4 4
5000 46 69 69 69 69 79 79 18 4 4 4 4 4
69
5200 46 69 69 69 69 79 79 18 4 4 4 4 4 4 4L
5400 50 69
69
4 4 4 4 4 4
69 69 69 79 79 20 4
69 4 4
5600 50 69 69 73 69 79 79 79 5 4 4 4 4 4 4
73
5800 56 73 73 73 73 81 81 81 10 6 6 6 6 6 E
73
6000 56 73 73 73 73 81 81 81 13 6 6 6 6 6 E
73
6200 56 73 73 73 73 81 81 81 14 6 6 6 6 6
73
6400 56 73 73 73 73 81 81 81 16 6 6 6 6
73 6
6600 56 73 73 73 73
73 81 81 81 17 6 6 6 6 6 I
6800 56 73 73 73 73 81 81 81 17 6 6 6 6 6 E
73
7000 56 73 73 73 73 81 81 81 18 6 6 6 6 6
73
7200 61 73 73 73 73 81 81 81 19 6 6 6 6 6
73
7400 61 73 73 73 73 81 81 81 19 6 6 6 6 6 .
73
7600 61 73 73 73 73 81 81 81 19 6 6 6 6 6 1
73
7800 61 73 73 73 73 81 81 81 20 6 6 6 6 6 1
61 73 73
8000 73 73 73 81 81 81 81 6 6 6 6
73 6 1
8200 61 73 73 73 73 81 81 81 81 8 6 6 6
73 6
8400 61 73 73 73 73 81 81 81 81 11 6 6 6 1
73 6
8600 67 73 73 73 73 81 81 81 81 14 6 6 6 1
73 6
8800 67 73 73 73 73 81 81 81 81 16 6 6 6
73 6
9000 67 73 73 73 73 81 81 81 81 17 6 6 6 1
73 6 6 1
9200 67 73 73 73 73 81 81 81 81 18 6 6
73 6 6
9400 67 73 73 73 73 73 81 81 81 81 19 6 6
6 6
9600 67 73 73 73 73 81 81 81 81 20 6 6
65 6
9800 73 79 79 79 79 79 65 65 65 17 8 8 8
8
10000 73 79 79 79 79 79 65 65 65 65 18 8 8 8
65 65 8
10200 79 79 79 79 79 79 65 65 18 8 8 8
65 8
10400 79 79 79 79 79 79 65 65 65 66 8 8 8
8
10600 32 32 32 32 32 32 65 65 65 65 51 8 8 8
18 18 65 8
10800 18 18 18 18 65 65 65 51 8 8 8
8
11000 18 18 18 18 18 18 65 65 65 65 51 8 8 8
8 8
11200 18 18 18 18 18 18 65 65 65 65 51 8 8
8
11400 18 18 18 18 18 18 65 65 65 65 51 8 8 8
11600 18 18 8
18 18 18 18 65 65 65 65 51 8 8 8
8
11800 11 11 11 11 11 11 27 27 27 27 24 6 6 6
6
12000 11 11 11 11 11 11 27 27 27 27 24 6 6 6
6
12200 11 11 11 11 11 11 27 27 27 27 24 6 6 6
6
12400 11 11 11 11 11 11 27 27 27 27 24 6 6 6
6
12600 11 11 11 11 11 11 27 27 27 27 24 6 6 6
6
12800 8 8 8 8 8 8 18 18 18 18 16 4 4 4
4
13000 8 8 8 8 8 8 18 18 18 18 16 4 4 4
4
13200 8 8 8 8 8 8 18 18 18 18 16 4 4 4
4
14000 7 7 7 7 7 7 14 14 14 14 13 3 3 3
3
14500 8 8 8 8 8 8 14 14 14 14 13 3 3 3
3
S14800 7 7 7 7 7 7 12 12 12 12 11 3 3 3
15300 9 9 9 9 9 9 15 15 15 15 14 4 4 4 4
I mlmmwý

B-48
 KRONOS

hypothetical test case

3-A

DENSITY in vehicles/mile/lane
IIMbLICSLK
ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
j3 J3 J33-33-331 33: 33: 33 33
j :3 j3 3 3 3 3 3 3 3
200 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
300 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
400 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
500 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
600 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
700 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
800 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
900 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
1000 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
1100 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
1200 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
1300 3 3 33 33- 33 33 33 33 3 3 3 3 3 3 3 3 3 3
1400 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
1500 3 3 33 33 33 33 33 33 3 3 3 3 3 3 3 3 3 3
1600 4 4 40 40 40 35 35 35 4 4 4 4 4 4 4 4 4 4
1700 4 4 50 50 50 66 73 73 4 4 4 4 4 4 4 4 4 4
1800 4 4 50 50 50 90 98 98 4 4 4 4 4 4 4 4 4 4
1900 4 4 50 50 50 106 111 111 4 4 4 4 4 4 4 4 4 4
2000 4 4 50 50 50 113 115 115 4 4 4 4 4 4 4 4 4 4
2100 4 4 50 50 50 115 116 116 4 4 4 4 4 4 4 4 4 4
2200 4 4 50 50 50 116 116 116 4 4 4 4 4 4 4 4 4 4
2300 4 4 50 50 51 116 116 116 4 4 4 4 4 4 4 4 4 4
2400 4 4 50 50 51 116 116 116 4 4 4 4 4 4 4 4 4 4
2500 4 4 50 50 52 116 116 116 4 4 4 4 4 4 4 4 4 4
2600 4 4 49 50 53 116 116 116 10 4 4 4 4 4 4 4 4 4
2700 4 4 49 50 55 116 116 116 34 4 4 4 4 4 4 4 4 4
2800 4 4 49 50 60 116 116 116 73 4 4 4 4 4 4 4 4 4
2900 4 4 49 50 66 116 116 116 103 4 4 4 4 4 4 4 4 4
3000 4 4 48 50 75 116 116 116 113 4 4 4 4 4 4 4 4 4
3100 4 4 48 50 84 116 116 116 116 4 4 4 4 4 4 4 4 4
3200 4 4 47 50 91 116 116 116 116 4 4 4 4 4 4 4 4 4
3300 4 4 47 50 96 116 116 116 116 4 4 4 4 4 4 4 4 4
3400 4 4 47 50 99 116 116 116 116 4 4 4 4 4 4 4 4 4
3500 4 4 46 50 101 116 116 116 116 4 4 4 4 4 4 4 4 4
3600 4 4 46 50 101 116 116 116 116 4 4 4 4 4 4 4 4 4
3700 4 4 45 50 102 116 116 116 116 4 4 4 4 4 4 4 4 4
3800 4 4 45 51 102 116 116 116 116 4 4 4 4 4 4 4 4 4
3900 4 4 44 51 102 116 116 116 116 10 4 4 4 4 4 4 4 4
4000 4 4 44 53 102 116 116 116 116 35 4 4 4 4 4 4 4 4
4100 4 4 43 55 102 116 116 116 116 74 4 4 4 4 4 4 4 4
4200 4 4 42 59 102 116 116 116 116 103 4 4 4 4 4 4 4 4
4300 4 4 42 66 102 116 116 116 116 114 4 4 4 4 4 4 4 4
4400 4 4 41 75 102 116 116 116 116 116 4 4 4 4 4 4 4 4
4500 4 4 41 84 102 116 116 116 116 116 4 4 4 4 4 4 4 4
4600 4 4 40 91 102 116 116 116" 116 116 4 4 4 4 4 4 4 4
4700 4 4 40 96 102 116 116 116 116 116 4 4 4 4 4 4 4 4
4800 4 4 39 99 102 116 116 116 116 116 4 4 4 4 4 4 4 4
4900 4 4 38 101 102 116 116 116 116 116 4 4 4 4 4 4 4 4
5000 4 4 38 101 102 116 116 116 116 116 4 4 4 4 4 4 4 4
5100 4 4 37 102 102 116 116 116 116 116 4 4 4 4 4 4 4 4
5200 4 4 37 102 102 116 116 116 116 116 4 4 4 4 4 4 4 4
5300 4 4 36 102 102 116 116 116 116 116 4 4 4 4 4 4 4 4
5400 5 5 48 100 100 120 120 120 120 120 98 5 5 5 5 5 5 5
5500 6 6 56 63 64 107 107 107 107 107 107 6 6 6 6 6 6 6
5600 6 6 54 63 64 107 107 107 107 107 107 6 6 6 6 6 6 6
5700 6 6 53 62 64 107 107 107 107 107 107 6 6 6 6 6 6 6
5800 6 6 51 62 64 107 107 107 107 107 107 6 6 6 6 6 6 6
5900 6 6 49 62 64 107 107 107 107 107 107 6 6 6 6 6 6 6
6000 6 6 48 61 65 107 107 107 107 107 107 6 6 6 6 6 6 6
6100 6 6 46 61 66 107 107 107 107 107 107 6 6 6 6 6 6 6
6200 6 6 45 60 68 107 107 107 107 107 107 6 6 6 6 6 6 6
6300 6 6 43 60 72 107 107 107 107 107 107 6 6 6 6 6 6 6
6400 6 6 42 60 77 107 107 107 107 107 107 6 6 6 6 6 6 6
6500 6 6 41 59 84 107 107 107 107 107 107 6 6 6 6 6 6 6
6600 6 6 40 59 91 107 107 107 107 107 107 6 6 6 6 6 6 6
6700 6 6 39 58 97 107 107 107 107 107 107 6 6 6 6 6 6 6
6800 6 6 38 58 102 107 107 107 107 107 107 6 6 6 6 6 6 6
6900 6 6 36 58 104 107 107 107 107 107 107 6 6 6 6 6 6 6

B-49
 KRONOS

hypothetical test case

3-A

DENSITY in vehicles/mile/lane
13 2 4 5 6 7 8 9 10 11 12 13 14 1 16 17 18
ft.
/uuu
7100
r- 1 2 3
Jb
35
b/
4

57
5
Ub
107
6
1Uf
107
7
1U/
107
8
1U0
107
9
1U/
107
10
1uf
107
11
1u/
107
12
/
18
13
b
6
14 15 16 17

6
18

7200 34 56 107 107 107 107 107 107 107 45 6 6

7300 33 56 107 107 107 107 107 107 107 78 6 6
7400 32 56 107 107 107 107 107 107 107 98 6 6
7500 31 55 107 107 107 107 107 107 107 105 6 6
7600 30 55 107 107 107 107 107 107 107 107 6 6
7700 29 54 107 107 107 107 107 107 107 107 6 6
7800 29 54 107 107 107 107 107 107 107 107 6 6
7900 28 53 107 107 107 107 107 107 107 107 6 6
8000 27 53 107 107 107 107 107 107 107 107 6 6
8100 27 53 107 107 107 107 107 107 107 107 6 6
8200 26 52 107 107 107 107 107 107 107 107 6 6
8300 25 52 107 107 107 107 107 107 107 107 6 6
8400 25 52 107 107 107 107 107 107 107 107 6
8500 24 53 107 107 107 107 107 107 107 107 6
6
8600 107 107 107 107 107 107 107 107 6
23 55 6
8700 23 60 107 107 107 107 107 107 107 107 6 6
8800 22 68 107 107 107 107 107 107 107 107 6
6
8900 78 107 107 107 107 107 107 107 107 6
22 7
9000 21 90 107 107 107 107 107 107 107 107 6
17
9100 107 107 107 107 107 107 6
20 98 107 107 43
9200 107 107 107 107 107 6
20 103 107 107 107 76
9300 19 106 107 107 107 107 107 107 107 107 6
97
9400 19 107 107 107 107 107 107 107 107 107 6
105
9500 6
19 107 107 107 107 107 107 107 107 107 107
9600 107 107 107 107 107 107 6
21 107 107 107 107
9700 64 65 65 66 66 66 66 66 6
31 62 67
9800 9
30 62 64 65 65 66 66 66 66 66 67
9900 29 61 63 64 65 65 66 66 66 66 9
66
10000 63 64 65 65 66 66 66 66 9
28 61 66
10100 28 60 65 66 66 66 9
63 64 65 66 66
10200 27 60 63 9
64 65 65 66 66 66 66 66
10300 26 59 63 64 65 65 66 66 66 66 9
66
10400 9
25 59 62 64 65 65 66 66 66 66 66
10500 66 9
24 58 62 64 65 65 65 66 66 66
10600 9
23 58 62 64 64 65 65 66 66 66 66
10700 22 57 62 63 64 65 65 66 66 66 9
66
10800 9
21 57 62 63 64 65 65 66 66 66 66
10900 9
20 56 61 63 64 65 65 66 66 66 66
11000 9
19 56 61 63 64 65 65 66 66 66 66
11100 61 63 64 65 65 66 66 66 9
18 55 66
11200 66 66 66 9
17 55 61 63 64 65 65 66
11300 16 54 61 63 64 65 65 9
66 66 66 66
11400 54 61 63 64 66 9
15 65 65 66 66 66
11500 13 38 40 41 41 41 41 41 41 41 41 7
11600 11 30 32 32 32 32 32 32 32 32 33 6
11700 9 25 27 27 27 27 27 27 27 27 27 6·
11800 7 25 27 27 27 27 27 27 27 27 27 6
11900 6 25 27 27 27 27 27 27 27 27 27 6
12000 6 25 27 27 27 27 27 27 27 27 27 6
12100 6 25 27 27 27 27 27 27 27 27 27 6
12200 6 25 27 27 27 27 27 27 27 27 27 6
12300 6 25 27 27 27 27 27 27 27 27 27 6
12400 6 25 27 27 27 27 27 27 27 27 27 6
12500 5 21 23 23 23 23 23 23 23 23 23 5
12600 5 19 20 20 20 20 20 20 20 20 20 5
12700 4 16 18 18 18 18 18 18 18 18 18 4
12800 4 16 18 18 18 18 18 18 18 18 18 4
12900 4 16 17 18 18 18 18 18 18 18 18 4
13000 4 16 17 18 18 18 18 18 18 18 18 4
13100 4 16 17 18 18 18 18 18 18 18 18 4
13200 4 16 17 18 18 18 18 18 18 18 18 4
13300 4 16 17 18 18 18 18 18 18 18 18 4
13400 4 16 17 18 18 18 18 18 18 18 18 4
13500 4 16 17 18 18 18 18 18 18 18 18 4
13600 4 16 17 18 18 18 18 18 18 18 18 4
13700 4 16 17 18 18 18 18 18 18 18 18 4
13800 4 16 17 18 18 18 18 18 18 18 18 4

B-50
 INTEGRATION

hypothetical test case

3-A

DENSITY in vehicles/mile/lane
. .- [I Mb_-LILK"
ft 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
33 jj 3b 33 lb2 1i1b 1uw 9 3 3 3 3 3 3
400 30 33 33 31 182 130 128 13 3 3 3 3 3 3
600 29 32 32 31 172 130 126 36 3 3 3 3 3 3
800 29 32 32 31 156 127 130 129 4 3 3 3 3 3
1000 29 32 33 36 144 132 128 129 6 3 3 3 3 3
1200 34 42 42 75 138 134 132 136 9 3 3 3 3 4
1500 47 68 63 89 117 124 114 121 29 3 4 3 3 4
1600 39 50 50 132 115 116 117 118 28 4 4 4 4 5
1800 39 51 51 143 119 119 120 120 76 4 4 4 4 4
2000 37 50 51 163 120 118 120 119 115 5 4 4 4 5
2200 35 49 51 173 118 120 119 122 120 7 4 4 4 4
2400 35 49 54 172 118 119 118 120 121 9 4 4 4 4
2600 33 48 55 171 120 121 119 120 121 11 4 4 4 4
2800 32 48 60 164 119 119 118 119 120 15 4 4 4 4
3000 31 48 65 160 119 120 118 120 120 27 4 4 4 4
3200 30 48 70 156 119 121 120 119 121 65 4 4 4 4
3400 28 47 80 150 119 121 120 120 121 121 5 4 4 4
3600 27 48 94 146 118 118 121 118 119 120 7 4 4 4
3800 26 49 -100 145 118 118 119 117 119 120 9 4 4 4
4000 24 53 102 142 121 120 122 120 121 122 11 4 4 4
4200 23 60 103 140 118 118 118 122 121 120 15 4 4 4
4400 22 73 102 139 120 118 121 118 120 119 27 4 4 4
4600 21 85 102 140 119 117 120 119 120 120 68 4 4 4
4800 20 96 100 135 120 120 121 119 120 122 118 5 4 4
5000 19 103 102 134 122 122 121 121 122 122 121 7 4 5
5200 21 106 101 135 126 125 130 128 131 125 127 9 4 5
5500 31 105 107 117 109 112 100 107 106 108 105 15 5 5
5600 24 63 66 110 106 106 106 105 106 105 106 17 6 6
5800 23 61 69 110 109 110 109 109 109 108 109 22 6 6
6000 21 59 77 109 109 109 109 108 110 109 109 31 6 6
6200 19 57 94 108 109 110 108 108 110 108 110 49 6 6
6400 18 56 117 108 109 108 108 108 110 109 108 94 6 6
6600 17 55 133 107 109 107 108 108 110 108 108 109 8 6
6800 16 54 139 108 109 108 108 108 111 109 108 109 9 6
7000 15 54 139 109 109 108 109 108 110 109 108 109 11 6
7200 14 53 138 110 109 108 109 108 110 109 108 109 13 6
7400 13 52 134 108 107 106 106 106 107 107 106 107 15 6
7600 12 50 131 109 109 107 109 107 107 108 108 109 18 6
7800 11 49 127 109 109 108 109 109 109 109 109 109 21 6
8000 10 48 123 108 110 108 110 108 108 110 110 110 28 6
8200 10 46 119 108 110 108 110 109 108 110 110 110 45 6
8400 10 46 116 108 110 108 110 109 109 110 109 110 79 6
8600 9 48 112 109 110 109 108 110 108 110 109 109 109 7
8800 9 62 112 106 110 109 109 110 108 110 109 109 109 9
9000 8 92 109 109 110 109 109 110 109 109 109 108 110 10
9200 8 109 109 108 110 108 108 110 107 108 107 107 108 12
9400 8 109 108 106 105 107 104 106 104 106 106 106 107 14
9700 9 108 109 112 112 116 115 115 115 112 112 112 112 22
9800 11 60 65 65 65 65 65 65 65 65 65 65 65 25
10000 10 58 64 65 65 64 64 64 64 65 65 65 65 27
10200 10 54 60 61 61 61 61 61 61 61 61 61 61 28
10400 10 51 59 59 59 59 59 59 59 59 59 59 59 30
10600 9 50 58 59 59 59 59 59 59 59 59 59 59 31
10800 9 49 58 59 59 59 59 59 59 59 59 59 '59 32
11000 9 46 58 58 59 59 59 59 59 59 59 59 59 34
11200 9 45 58 58 58 58 58 58 58 58 58 58 58 37
11400 9 42 58 58 58 58 58 58 58 58 58 58 58 39
11700 9 39 55 56 56 56 56 56 56 56 56 56 56 45
11800 6 22 31 31 31 31 31 31 31 31 31 31 31 25
12000 6 21 30 30 30 30 30 30 30 30 30 30 30 27
12200 6 20 28 29 29 29 29 29 29 29 29 29 29 27
12400 6 19 28 29 28 28 28 28 28 28 28 28 28 28
12700 6 19 28 28 28 28 28 28 28 28 28 28 28 28
12800 4 13 19 19 19 19 19 19 19 19 19 19 19 19
13000 4 13 19 20 20 20 20 20 20 20 20 20 20 20
13200 4 13 20 21 21 21 20 21 21 21 20 21 21 21

B-51
 Density Tables for Test Case 3-B : Multiple Lane Drop Incident Spillback

hypothetical test case

3-B

DENSITY in vehicles/mile/lane
1i2lM8L •: 1
ft 13A-... 14 . 16.
1 2 3. .
4. . 5
. J . ..
6
. .
7
..
8.A 9 10 11A
12 - 15 17-..
. 18
10 10 1I 10 10 10 10 10 4 4 4 4 4 4
400 14 14 14 14 14 14 14 14 4 3 3 3 3 3
600 14 14 14 14 14 14 14 14 4 4 3 3 3 3
800 14 14 14 14 14 14 14 14 4 3 4 3 3 3
1000 14 14 14 14 14 14 14 14 4 3 3 3 3 3
1200 14 14 14 14 14 14 14 14 5 3 3 3 3 3
1400 14 14 14 14 14 14 14 14 5 3 3 3 3 3
1600 14 14 14 14 14 14 14 14 5 3 3 3 3 3
1800 17 17 17 17 17 17 17 17 6 4 4 4 4 4
2000 17 17 18 17 17 17 17 17 7 4 4 4 4 4
2200 17 17 17 17 17 17 17 17 7 4 4 4 4 4
2400 17 17 17 17 17 17 17 17 7 4 4 4 4 4
2600 17 17 17 17 17 17 17 17 7 4 4 4 4 4
2800 17 17 17 17 17 17 17 17 8 4 4 4 4 4
3000 18 17 17 17 17 17 17 17 8 4 4 4 4 4
3200 17 17 17 18 17 18 17 17 8 4 4 4 4 4
3400 18 17 17 18 17 17 17 17 9 4 4 4 4 4
3600 17 17 17 18 17 17 17 17 9 5 4 4 4 4
3600 17 17 17 18 17 18 17 18 26 14 5 4 4 4
4000 18 18 17 18 17 18 17 21 86 64 13 4 4 4
4200 18 18 18 18 18 18 18 30 157 137 41 4 4 4
4400 18 18 18 18 18 18 18 61 213 188 79 .4 4 4
4600 19 18 18 19 18 18 19 111 218 183 100 4 4 4
4800 19 18 18 18 18 18 20 149 208 167 110 5 4 4
5000 18 18 18 18 18 18 27 168 190 152 108 9 4 4
5200 18 18 18 18 18 18 57 220 205 170 107 15 4 4
5400 18 18 18 18 18 19 86 208 204 175 101 22 4 4
5600 18 19 18 18 18 19 122 195 170 151 97 30 4 4
5800 24 24 24 24 24 27 193 232 196 174 113 49 6 6
6000 24 24 24 24 24 42 234 230 191 169 112 58 6 5
6200 24 24 23 24 24 72 252 228 185 149 112 68 6 5
6400 24 24 24 23 24 105 227 189 167 147 110 77 6 6
6600 24 23 24 24 24 152 241 197 164 147 108 86 6 6
6800 24 23 24 23 27 190 211 177 152 141 108 95 7 6
7000 24 23 24 23 38 213 200 178 156 140 107 100 10 6
7200 24 23 24 24 65 227 185 152 153 134 108 103 18 6
7400 24 23 24 23 96 210 162 148 152 132 107 104 27 6
7600 24 24 23 24 135 201 161 149 151 131 105 104 39 6
7800 24 24 24 27 169 177 150 154 149 129 105 106 52 6
8000 24 24 23 36 179 163 149 143 151 129 104 105 65 6
8200 24 24 24 64 186 148 147 148 149 122 105 105 74 6
8400 25 25 24 102 166 148 147 149 147 123 104 109 89 6
8600 25 25 26 126 153 147 147 147 149 119 102 113 96 7
8800 27 27 33 134 146 146 150 149 148 115 104 112 99 10
9000 27 27 40 126 147 151 144 151 148 115 104 109 103 17
9200 27 27 50 123 147 153 148 153 147 114 105 107 106 25
9400 28 28 61 126 154 153 151 154 151 113 107 108 107 30
9600 30 32 67 130 149 156 154 154 146 97 91 94 93 29
9800 32 35 63 105 112 116 116 115 105 60 52 53 56 22
10000 45 47 71 110 121 120 118 121 110 55 52 52 52 27
10200 43 44 67 114 127 124 124 129 110 49 47 47 46 26
10400 41 42 76 127 124 128 130 127 106 47 45 45 44 26
10600 40 41 99 103 74 73 81 83 69 44 44 43 42 25
39 40 33 30 27 26 29 28 41 42 44 42 42 26
11000 39 40 26 22 21 21 21 21 32 41 44 41 41 27
11200 40 40 24 19 19 18 19 19 28 41 44 39 41 27
11400 40 40 23 18 18 17 17 17 26 40 43 39 41 28
11600 40 40 23 16 16 17 16 17 24 40 42 39 41 28
11800 40 39 23 16 16 16 17 16 23 39 41 38 39 28
12000 26 25 15 11 10 11 11 11 15 25 26 25 26 18
12200 25 24 15 11 11 10 11 10 15 25 26 25 25 19
12400 25 24 16 10 10 10 10 11 14 24 25 25 24 19
12600 24 23 16 10 11 10 11 10 14 24 25 24 24 19
12800 24 23 16 11 10 11 11 10 14 24 25 24 24 19
13000 18 17 12 8 8 8 8 8 10 18 18 18 18 14
13200 18 17 12 8 8 8 8 8 10 18 18 18 17 14

B-52
 AI MSUN2

hypothetical test case

3-B

DENSITIES in vehicles/mile/lane
Ltt I I M12 LIC16 13 14 15
ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
--a- 91 9 lu 9 1U 9 2z 1
1 z
400 9 9 9 9 9 8 9 9 2 2 1 1 1
600 1
8 9 9 9 9 8 9 9 2 2 2
800 8 1 1 1
9 9 9 9 8 9 9 2 2 1
1000 8 9 8 9 9 8 9 9 2 2 2 1 1 1
1200 8 9 9 9 9 8 9 9 2 2 1 1 1
2
1400 10 11 10 11 11 9 11 10 3 2 1 1
2
1600 1 2 1
14 15 14 16 16 13 17 15 4 2 2
1800 2 2 2
11 12 11 12 • 12 11 12 12 4 2 2
2000 12 12 10 2 2 2
11 12 11 11 11 4 2 2
2200 2 2 2
10 12 11 11 11 10 11 11 4 2 2 22
2400 10 11 10 11 11 10 11 11 4 2 2 2 2
2600 11 11 10 2 2 2
10 11 11 11 11 4 2 2
2800 10 11 11 1 11 10 11 11 4 2 2 222 2 2
3000 10 11 11 11 11 10 11 11 4 2 2 2
2
3200 11 11 2 2 2
10 11 11 10 11 11 4 2 2
3400 11 10 2 2 2
10 11 11 11 11 11 4 2 2
3600 11 11 10 2 2 2
10 11 11 11 11 4 2 2
3800 11 11 11 10 2 2 2
10 11 11 11 5 2 2
4000 2 2 2
10 11 11 11 11 10 11 11 5 2 2
4200 2 2 2
10 11 11 11 11 10 10 11 5 2 2
4400 2 2 2
10 11 11 11 11 10 10 11 5 2 2 2 2
4600 11 11 11 10 2 2 2
10 11 10 11 5 2 2 2 2
4800 11 11 11 10 7 2 2 2
10 11 10 11 2 2 2 2
5000 11 10 2 2 2
10 12 11 12 11 12 25 16 2 2 2
5200 13 12 13 13 2 2 2
11 11 12 18 47 35 2 1 2
5400 15 18 18 19 20 16 2 2 2
16 35 88 75 16 2 2
5600 27 30 30 30 26 116 98 2 2 2
24 27 60 45 4 3
5800 15 18 18 18 18 17 20 2 2 2
72 119 118 60 9 3 2
6000 14 16 16 16 17 15 24 94 119 117 2 3 2
75 14 3 2
6200 15 15 16 15 2 2 2
13 15 32 116 119 117 76 19 3 2
6400 13 15 15 15 16 15 49 134 119 117 2 2 2
75 26 3 2
6600 13 15 15 14 15 18 75 143 119 116 2 2 2
72 35 3 2
6800 13 15 15 14 15 28 108 147 122 117 2 2 2
68 42 3 2
7000 2 2 2
12 15 15 14 16 45 129 143 118 115 65 46 7 2
7200 12 15 15 14 18 70 141 144 119 113 2 2 2
63 50 12 2
7400 12 15 15 14 25 98 143 143 118 110 2 2 2
62 54 16 2
7600 12 15 15 15 34 123 144 144 118 106 2 2 2
61 58 19 2
7800 15 17 50 137 143 143 2 2 2
12 14 117 102 61 60 25 2
8000 12 15 15 20 72 142 143 143 117 97 2 2 2
61 61 34 250 2
8200 12 15 17 26 96 143 144 144 118 93 61 61 4 2 3
42 2
8400 13 17 22 34 119 144 145 144 118 88 61 61 8 2 2
47 2
8600 14 23 33 52 134 141 142 142 116 84 60 61 2 2
52 12 2
8800 17 32 44 79 142 142 143 142 115 81 61 62 56 2 2
17 2
9000 21 41 55 105 143 142 143 142 113 79 61 62 59 2 2 2
25
9200 29 51 69 127 148 147 148 147 112 80 61 62 ·2 2
61 32 2
9400 46 69 89 134 144 143 144 142 105 80 62 63 63 41 3 2 2
9600 67 92 99 137 143 143 143 141 102 81 64 64 64 50 7 3 3
9800 58 73 80 128 132 132 132 130 84 61 48 48 48 41 10 4 4
10000 23 29 53 121 123 125 124 121 58 25 20 20 20 18 6 4 4
10200 20 24 64 123 123 126 124 122 52 21 17 17 17 15 4 4
10400 18 23 80 124 124 126 124 123 46 19 16 16 16 14 4 4
10600 18 22 97 127 125 127 126 125 40 18 16 15 15 4 4
10800 17 21 60 73 73 73 73 73 32 18 15 15 15 14 4 4
11000 17 21 13 13 13 13 13 14 27 18 15 15 15 13 4 4
11200 17 21 11 11 25 13
10 10 11 11 18 15 15 15 13 4 4
11400 16 21 11 10 10 9 10 10 24 18 15 15 15 13 4 4
11600 16 21 11 9 9 9 9 9 23 18 15 14 15 13 4 4
11800 13 16 9 7 7 7 7 7 18 14 12 12 12 10 3 3
12000 11 14 7 6 6 6 6 6 14 12 10 10 10 9 2 2
12200 11 14 8 6 6 6 6 6 14 12 10 9 10 9 2 2
12400 11 14 8 6 6 6 6 6 13 12 10 10 10 9 2 2
12600 11 14 8 6 6 6 6 6 13 12 10 10 10 9 2 2
12800 9 12 7 5 5 5 5 5 11 10 8 8 8 8 2 2
13000 8 10 6 4 5 4 4 5 9 9 7 7 7 7 2 2
13200 8 10 6 4 5 4 4 5 9 9 7 7 7 7 2 2

B-53
 FREFLO

hypothetical test case

3-B

DENSITY in vehicles/mile/lane
IIMESLI CEk16 7 1
ft. 1 2 3A.A.A... 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
A. .. . .. .
2DO 13 14 14 14 14 14 1J 14 4 3 3 3 3 3
400 13 14 14 14 14 14 13 14 4 3 3 3 3 3
600 13 14 14 14 14 14 13 14 5 3 3 3 3 3
800 13 14 14 14 14 14 13 14 5 3 3 3 3 3
1000 13 14 14 14 14 14 13 14 5 3 3 3 3 3
1200 13 14 14 14 14 14 13 14 6 3 3 3 3 3
1300 14 14 14 14 14 14 14 14 6 3 3 3 3 3
1500 17 17 17 17 17 17 17 17 8 4 4 4 4 4
1700 17 18 18 . 17 17 18 17 18 8 4 4 4 4 4
1900 17 18 18 17 18 18 17 18 10 4 4 4 4 4
2100 18 18 18 18 18 18 18 18 58 8 4 4 4 4
2300 18 18 18 18 18 18 18 20 118 41 4 4 4 4
2500 18 18 18 18 18 18 18 36 129 77 4 4 4 4
2700 18 18 18 18 18 18 18 56 132 95 4 4 4 4
2900 18 18 18 18 18 18 18 78 135 100 5 4 4 4
3100 18 18 18 18 18 18 18 109 138 104 15 4 4 4
3300 18 18 18 18 18 18 28 125 136 113 27 4 4 4
3500 18 18 18 18 18 18 47 131 128 112 43 4 4 4
3700 18 18 18 18 18 18 72 131 132 113 58 4 4 4
3900 18 18 18 18 18 18 97 129 136 107 78 4 4 4
4100 18 18 18 18 18 20 119 133 136 108 95 5 4 4
4300 18 18 18 18 18 34 130 135 133 105 103 8 4 4
4500 18 18 18 18 18 57 135 136 134 110 102 27 4 4
4700 18 18 18 18 18 79 135 134 137 107 97 43 4 4
4900 18 18 18 18 18 94 127 135 138 107 98 56 4 4
5100 18 18 18 18 19 110 126 138 134 102 103 71 4 4
5300 18 18 18 18 29 127 129 136 130 105 109 84 4 4
5500 25 25 25 25 51 132 134 139 135 110 112 103 10 6
5700 26 26 26 26 67 122 121 129 119 92 95 93 12 6
5900 26 26 26 26 78 122 117 125 111 87 87 90 20 6
6100 26 26 26 26 88 124 117 125 109 90 85 90 30 6 6
6300 26 27 27 26 106 124 117 124 109 88 83 89 38 6 6
8500 26 27 27 27 114 123 120 122 108 84 85 88 50 6 6
6700 27 27 27 28 118 119 122 121 109 83 89 83 57 6 6
6900 27 27 27 38 121 119 119 123 109 83 91 84 .67 6 6
7100 27 27 27 52 124 122 118 124 104 84 88 87 74 6 6
7300 27 27 27 69 123 121 120 122 101 88 84 89 77 6
7501 27 27 27 77 124 121 121 120 100 91 83 89 85 10 6
7700 27 27 27 88 120 122 120 117 97 90 83 89 86 15 6
7900 27 27 27 104 117 122 118 118 96 89 85 88 89 27 6
8100 27 27 27 113 120 122 119 116 96 85 89 84 89 35 6
8300 27 27 29 119 124 118 121 118 96 83 91 82 89 46 6
8500 27 27 39 124 125 115 122 117 95 84 90 85 85 54 6
8700 27 27 51 122 122 115 118 115 95 88 88 91 85 60 6
8900 27 27 58 121 117 119 116 117 92 90 83 88 88 66 6
9100 27 27 73 122 116 119 115 116 90 89 84 88 90 74 6
9300 27 27 87 118 121 118 116 119 92 91 90 88 92 87 7
9500 30 31 101 118 122 120 120 117 99 92 96 91 94 94 13
9700 51 51 121 125 122 123 122 122 107 98 101 100 97 98 26
9900 54 55 105 110 105 108 113 108 77 68 69 67 68 68 24
1010(0 56 57 105 109 106 109 111 109 70 60 61 60 60 60 25
10300 57 58 108 105 111 110 109 113 64 57 58 57 57 57 26
10400 58 59 1 103
18 111 108 115 104 63 56 56 56 56 56 28
10600 58 58 54 55 52 54 53 53 57 56 55 55 55 55 30
57 58 28 26 26 26 26 26 53 55 54 54 54 54 32
11000 56 56 25 21 21 21 21 21 49 54 53 53 53 53 33
11200 53 54 24 19 19 19 19 19 46 51 51 51 51 51 34
11500 47 47 24 18 18 18 18 18 39 46 46 45 45 45 32
11700 29 29 16 11 11 11 11 11 24 28 28 28 28 28 21
11900 28 28 16 11 11 11 11 11 22 27 27 27 27 27 21
12100 27 28 16 11 11 11 11 11 21 27 26 26 26 26 22
12300 27 27 17 11 11 11 11 11 20 26 26 26 26 26 22
1250C 26 26 17 11 11 11 11 11 19 25 25 25 25 25 22
12700 18 19 13 8 8 8 8 8 13 18 18 18 18 18 16
1290C 18 18 13 8 8 8 8 8 13 18 18 18 18 18 17
1310C I 18 18 13 8 8 8 8 8 12 17 17 17 17 17 17

B-54
 FREQ11

hypothetical test case

3-B

DENSITY in vehicles/mile/lane
D1S1 1..34 .. I7-8 IL 0 ...
ft

400
IIAIA IA
S2
1
14
2
14
3
3
14
14
4
4
IA
14I
14
5
5
IA
14
6
IA
14
-7-4
6 7
7
Z31
8
8
bT
63
9
9
7T
11
10
10
case
test
11
12
12
vehicles/mile/lane
in :3
3 3-B
FREQ11
DENSITY
hypothetical
3
3
3
13
13
:3
3
14
14
-3
15
15
"4
16
16
-2
17
17
-
18C--
18
--

14 29 3
14 14 14 3
600 14 14 14 37 63 14 3 3 3 3
14 14 14 3
800 14 14 14 14 14 49 63 16 3 3 3 3
14 3
1000 14 14 14 14 7 63 63 17 3 3 3 3
14 3
1200 14 14 14 14 10 63 63 17 3 3 3 3
14 3
1400 14 14 14 14 14 63 63 18 3 3 3 3
14 3
1600 14 14 14 14 19 63 63 73 3 3 3 3
18 3
1800 18 18 18 18 28 69 69 79 7 4 4 4
18 4
2000 18 18 18 18 32 69 69 79 11 4 4 4
18 4
2200 18 18 18 18 39 69 69 79 13 4 4 4
18 4
2400 18 18 18 18 46 69 69 79 15 4 4 4
18 4
2600 18 18 18 18 55 69 69 79 16 4 4 4
18 4
2800 18 18 18 9 69 69 69 79 17 4 4 4
18 4
3000 18 18 18 12 69 69 69 79 18 4 4 4
18 4
3200 18 18 18 15 69 69 69 79 18 4 4 4
18 4
3400 18 18 18 20 69 69 69 79 20 4 4 4
18 4
3600 18 18 18 24 69 69 69 79 79 5 4 4
18 4
3800 18 18 18 29 69 69 69 79 79 8 4 4
18 4
4000 18 18 18 34 69 69 69 79 79 11 4 4
18 4
4200 18 18 18 42 69 69 69 79 79 14 4 4
18 4
4400 18 18 18 50 69 69 69 79 79 15 4 4
18 4
4600 18 18 18 61 69 69 69 79 79 16 4 4
18 4
4800 18 18 10 69 69 69 69 79 79 17 4 4
18 4
5000 18 18 13 69 69 69 69 79 79 18 4 4
18
5200 18 18 17 69 69 69 69 79 79 18 4 4 4
18
5400 18 18 21 69 69 69 69 79 79 20 4 4 4
18
5600 18 18 26 69 69 69 69 79 79 79 5 4 4
27
5800 27 27 35 73 73 73 73 81 81 81 10 6
27
6000 27 27 39 73 73 73 73 81 81 81 13 6 6
27
6200 27 27 43 73 73 73 73 81 81 81 14 6 6
27
6400 27 27 49 73 73 73 73 81 81 81 16 6 6
27
6600 27 27 56 73 73 73 73 81 81 81 17 6 6
27
6800 27 27 61 73 73 73 73 81 81 81 17 6 6
27
7000 27 27 67 73 73 73 73 81 81 81 18 6 6
27
7200 27 14 73 73 73 73 73 81 81 81 19 6 6
27
7400 27 17 73 73 73 73 73 81 81 81 19 6 6
27
7600 27 19 73 73 73 73 73 81 81 81 19 6 6
27
7800 27 22 73 73 73 73 73 81 81 81 20 6 6
27
8000 27 25 73 73 73 73 73 81 81 81 81 6 6
27
8200 27 28 73 73 73 73 73 81 81 81 81 8 6
27
8400 27 32 73 73 73 73 73 81 81 81 81 11 6
27
8600 27 35 73 73 73 73 73 81 81 81 81 14 6
27
8800 27 41 73 73 73 73 73 81 81 81 81 16 6
27
9000 27 46 73 73 73 73 73 81 81 81 81 17 6
27
9200 27 49 73 73 73 73 73 81 81 81 81 18 6
27
9400 27 27 56 73 73 73 73 73 81. 81 81 81 19 6
9600 27 61 73 73 73 73 73 81 81 81 81 20 6
65
9800 65 73 79 79 79 79 79 65 65 65 65 17
65
10000 65 73 79 79 79 79 79 65 65 65 65 18 8
65
10200 65 79 79 79 79 79 79 65 65 65 65 18 8
65
10400 65 79 79 79 79 79 79 65 65 65 65 66 8
65
10600 65 32 32 32 32 32 32 65 65 65 65 51 8
65
10800 65 18 18 18 18 18 18 65 65 65 65 51 8
65
11000 65 65 18 18 18 18 18 18 65 65 65 65 51 8
11200 65 65 18 18 18 18 18 18 65 65 65 65 51 8
11400 65 65 18 18 18 18 18 18 65 65 65 65 51 8
11600 65 18 18 18 18 18 18 65 65 65 65 51 8
27
11800 27 11 11 11 11 11 11 27 27 27 27 24
27
12000 27 11 11 11 11 11 11 27 27 27 27 24 6
27
12200 27 27 11 11 11 11 11 11 27 27 27 27 24 6
12400 27 27 11 11 11 11 11 11 27 27 27 27 24 6
12600 27 11 11 11 11 11 11 27 27 27 27 24
18
12800 18 8 8 8 8 8 8 18 18 18 18 16 4
18
13000 18 18 8 8 8 8 8 8 18 18 18 18 16 4
13200 18 18 8 8 8 8 8 8 18 18 18 18 16 4
14000 14 14 7 7 7 7 7 7 14 14 14 14 13 3
14500 17 17 8 8 8 8 8 8 14 14 14 14 13 3
14800 14 14 7 7 7 7 7 7 12 12 12 12 11 3
15300 18 18 9 9 9 9 9 9 15 15 15 15 14 4

B-55
 KRONOS

hypothetical test case

3-B

DENSITY in vehicles/mile/lane
UtS I II MbhLIf-
ft. 1 .
2
_A
-9, .
3 4
..
5
.
6
..- ,q_
7_Aq, 8 9, ,
10- ,
11 12-,,-1.13 14. 15. 16. . .
17 18
14 14 14 14 14 14 14 14 3 J 3 4
4
200 14 14 14 14 14 14 14 14 3 3 3 3
300 14 14 3
14 14 14 14 14 14 3 3 3 3
400 14 14 14 3
14 14 14 14 14 3 3 3 3
3
500 14 14 14 14 14 14 14 14 3 3 3 3
14 14 14 14 14 3
600 14 14 14 3 3 3 3
14 14 14 14 14 3
700 14 14 14 3 3 3 3
800 14 14 14 14 14 14 14 14 3 3 3 3
3
14 14 14 14 14 3
900 14 14 14 3 3 3 3
14 14 14 14 14 3.
1000 14 14 14 3 3 3 3
1100 14 14 14 14 14 14 14 14 3 3 3 3
3
14 14 14 14 14 14 3 3 3
1200 14 14 3 3
3
1300 14 14 14 14 14 14 14 14 3 3 3 3
14 14 14 14 3
1400 14 14 14 14 3 3 3 3
1500 14 14 14 14 14 14 14 14 3 3 3 3
4
4 4 3
1600 14 14 14 14 14 14 14 14 4 4
4
1700 18 18 18 18 18 18 18 18 4 4 4 4
4
1800 18 18 18 18 18 18 18 18 4 4 4 4
4
1900 18 18 18 18 18 18 18 18 4 4 4 4
4
2000 18 18 18 18 18 18 18 18 4 4 4 4
4
2100 18 18 18 18 18 18 18 18 4 4 4 4
18 4
2200 18 18 18 18 18 18 18 4 4 4 4
2300 18 4 4 4 4
18 18 18 18 18 18 18 4 4
2400 18 18 18 18 18 18 18 18 4 4 4 4
4
2500 18 18 18 18 18 18 18 18 4 4 4 4
4
2600 18 18 18 18 18 18 18 18 4 4 4 4
4
2700 18 18 18 18 18 18 18 18 4 4 4 4
4
2800 18 18 18 18 18 18 18 19 4 4 4 4
2900 18 18 18 18 18 18 18 26 5 4 4 4 4
3000 18 18 18 18 18 18 18 45 19 4 4 4 4
3100 18 18 18 18 18 18 18 80 57 4 4 4 4
3200 18 18 18 18 18 18 18 111 100 4 4 4 4
3300 18 18 18 18 18 18 18 124 122 4 4 4 4
3400 18 18 18 18 18 18 18 127 126 4 4 4 4
3500 18 18 18 18 18 18 18 127 127 4 4 4 4
3600 18 18 18 18 18 18 18 127 127 4 4 4 4
3700 18 18 18 18 18 18 20 127 127 4 4 4 4
3800 18 18 18 18 18 18 27 127 127 5 4 4 4
3900 18 18 18 18 18 18 49 127 127 12 4 4 4
4000 18 18 18 18 18 18 85 127 127 40 4 4 4
4100 18 18 18 18 18 18 113 127 127 79 4 4 4
4200 18 18 18 18 18 18 124 127 127 105 4 4 4
4300 18 18 18 18 18 18 127 127 127 114 4 4 4
4400 18 18 18 18 18 18 127 127 127 116 4 4 4
4500 18 18 18 18 18 18 127 127 127 116 4 4 4
4600 18 18 18 18 18 20 127 127 127 116 4 4 4
4700 18 18 18 18 18 29 127 127 127 116 4 4 4
4800 18 18 18 18 18 53 127 127 127 116 4 4 4
4900 18 18 18 18 18 89 127 127 127 116 4 4 4
5000 18 18 18 18 18 116 127 127 127 116 4 4 4
5100 18 18 18 18 18 125 127 127 127 116 4 4 4
5200 18 18 18 18 18 127 127 127 127 116 4 4 4
5300 18 18 18 18 18 127 127 127 126 116 5 4
5400 20 20 20 20 20 134 134 134 132 120 115 5 5
5500 27 27 27 27 28 124 124 124 122 107 107 6 6
5600 27 27 27 27 29 124 124 124 121 107 107 6 6
5700 27 27 27 27 35 124 124 124 121 107 107 6 6
5800 27 27 27 27 51 124 124 124 120 107 107 6 6
5900 27 27 27 27 78 124 124 124 120 107 107 6 6
6000 27 27 27 27 104 124 124 124 119 107 107 6 6
6100 27 27 27 27 118 124 124 124 118 107 107 6 6
6200 27 27 27 27 123 124 124 124 118 107 107 6 6
6300 27 27 27 27 123 124 124 124 117 107 107 6 6
6400 27 27 27 27 124 124 124 124 117 107 107 6 6
--

B-56
 KRONOS

hypothetical test case

3-B

DENSITY in vehicles/mile/lane
m~iS [IMMbbLICE
ft. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
21 21 21 21 124 124 124 124 Ib- 1U 1TOT b b b b b b b
6600 27 27 27 27 124 124 124 124 115 107 107 6 6 6 6 6 6 6
6700 27 27 27 27 124 124 124 124 115 107 107 6 6 6 6 6 6 6
6800 27 27 27 27 124 124 124 124 114 107 107 6 6 6 6 6 6 6
6900 27 27 27 28 124 124 124 124 113 107 107 6 6 6 6 6 6 6
7000 27 27 27 32 124 124 124 124 113 107 107 8 6 6 6 6 6 6
7100 27 27 27 43 124 124 124 124 112 107 107 22 6 6 6 6 6 6
7200 27 27 27 67 124 124 124 124 112 107 107 52 6 6 6 6 6 6
7300 27 27 27 96 124 124 124 124 111 107 107 83 6 6 6 6 6 6
7400 27 27 27 115 124 124 124 124 111 107 107 100 6 6 6 6 6 6
7500 27 27 27 122 124 124 124 124 111 107 107 106 6 6 6 6 6 6
7600 27 27 27 123 124 124 124 124 110 107 107 107 6 6 6 6 6 6
7700 27 27 27 124 124 124 124 124 110 107 107 107 6 6 6 6 6 6
7800 27 27 27 124 124 124 124 124 110 107 107 107 6 6 6 6 6 6
7900 27 27 27 124 124 124 124 124 109 107 107 107 6 6 6 6 6 6
8000 27 27 27 124 124 124 124 124 109 107 107 107 6 6 6 6 6 6
8100 27 27 27 124 124 124 124 124 109 107 107 107 6 6 6 6 6 6
8200 27 27 28 124 124 124 124 124 109 107 107 107 6 6 6 6 6 6
8300 27 27 30 124 124 .124 124 124 108 107 107 107 6 6 6 6 6 6
8400 27 27 38 124 124 124 124 124 108 107 107 107 6 6 6 6 6 6
8500 27 27 57 124 124 124 124 124 108 107 107 107 6 6 6 6 6 6
8600 27 27 85 124 124 124 124 124 108 107 107 107 6 6 6 6 6 6
8700 27 27 109 124 124 124 124 124 108 107 107 107 6 6 6 6 6 6
8800 27 27 120 124 124 124 124 124 108 107 107 107 6 6 6 6 6 6
8900 27 27 123 124 124 124 124 124 108 107 107 107 8 6 6 6 6 6
9000 27 27 123 124 124 124 124 124 108 107 107 107 21 6 6 6 6 6
9100 27 27 124 124 124 124 124 124 108 107 107 107 50 6 6 6 6 6
9200 27 27 124 124 124 124 124 124 108 107 107 107 82 6 6 6 6 6
9300 27 27 124 124 124 124 124 124 108 107 107 107 100 6 6 6 6 6
9400 27 27 124 124 124 124 124 124 108 107 107 107 105 6 6 6 6 6
9500 27 27 124 124 124 124 124 124 108 107 107 107 107 6 6 6 6 6
9600 32 32 131 131 131 131 131 131 108 107 107 107 107 6 6 6 6 6
9700 68 68 116 116 116 116 116 116 73 68 67 67 67 9 9 9 9 9
9800 68 68 116 116 116 116 116 116 73 68 67 67 67 9 9 9 9 9
9900 68 68 116 116 116 116 116 116 72 68 67 67 67 9 9 9 9 9
10000 68 68 116 116 116 116 116 116 72 68 67 67 67 9 9 9 9 9
10100 68 68 116 116 116 116 116 116 70 67 67 67 67 9 9 9 9 9
10200 68 68 116 116 116 116 116 116 70 67 67 67 67 9 9 9 9 9
10300 68 68 116 116 116 116 116 116 68 67 67 67 67 9 9 9 9 9
10400 68 84 116 116 116 116 116 116 68 67 67 67 67 9 9 9 9 9
10500 68 68 68 68 68 68 68 34 66 67 67 67 67 9 9 9 9 9
10600 68 68 68 68 68 68 68 34 66 67 67 67 67 9 9 9 9 9
10700 68 52 18 18 18 18 18 18 64 67 67 67 67 9 9 9 9 9
10800 68 68 18 18 18 18 18 18 64 67 67 67 67 9 9 9 9 9
10900 68 68 18 18 18 18 18 18 62 66 67 67 67 9 9 9 9 9
11000 68 68 18 18 18 18 18 18 62 66 67 67 67 9 9 9 9 9
11100 68 68 18 18 18 18 18 18 61 66 67 67 67 9 9 9 9 9
11200 68 68 18 18 18 18 18 18 61 66 67 67 67 9 9 9 9 9
11300 68 68 18 18 18 18 18 18 59 66 67 67 67 9 9 9 9 9
11400 68 68 18 18 18 18 18 18 59 66 67 67 67 9 9 9 9 9
11500 41 41 15 15 15 15 15 15 40 41 41 41 41 7 7 7 7 7
11600 33 33 13 13 13 13 13 13 32 32 33 33 33 6 6 6 6 6
11700 27 27 11 11 11 11 11 11 26 27 27 27 27 6 6 6 6 6
11800 27 27 11 11 11 11 11 11 26 27 27 27 27 6 6 6 6 6
11900 27 27 11 11 11 11 11 11 26 27 27 27 27 6 6 6 6 6
12000 27 27 11 11 11 11 11 11 26 27 27 27 27 6 6 6 6 6
12100 27 27 11 11 11 11 11 11 26 27 27 27 27 6 6 6 6 6
12200 27 27 11 11 11 11 11 11 26 27 27 27 27 6 6 6 6 6
12300 27 27 11 11 11 11 11 11 26 27 27 27 27 6 6 6 6 6
12400 27 27 11 11 11 11 11 11 25 27 27 27 27 6 6 6 6 6
12500 23 23 10 10 10 10 10 10 22 23 23 23 23 5 5 5 5 5
12600 20 20 9 9 9 9 9 9 19 20 20 20 20 5 5 5 5 5
12700 18 18 9 9 9 9 9 9 17 18 18 18 18 4 4 4 4 4
12800 18 18 9 9 9 9 9 9 16 18 18 18 18 4 4 4 4 4
12900 18 18 9 9 9 9 9 9 16 18 18 18 18 4 4 4 4 4
13000 18 18 9 9 9 9 9 9 16 18 18 18 18 4 4 4 4 z

B-57
 INTEGRATION

hypothetical test case

3-B

DENSITY in vehicles/mile/lane
1IM LIcE 11 1
"m
owIt
ft
'uu
400
i1413-NI142ý
14 14
3
15
15
4
15
15
5
15
15
6
16
15
7
15
15
8
15
14
9
4
4
10
:3
3
11
3
3
12

3
3
13 14 15
-4 -a -
16 17 18

600 14 14 15 15 15 15 15 14 4 3 3 3
800 14 14 14 15 15 15 15 14 4 3 3 3
1000 15 14 14 15 15 14 15 15 4 3 3 3
1200 16 15 15 16 16 15 16 16 5 3 3 3
1500 18 17 17 17 17 16 17 18 5 3 3 3
1600 19 18 19 19 19 18 19 20 6 4 4 4
1800 20 19 19 20 19 19 20 20 6 4 4 4
2000 20 19 19 20 19 19 19 20 6 4 4 4
2200 20 19 20 20 19 19 19 21 7 4 4 4
2400 20 19 20 20 20 19 19 21 7 4 4 4
2600 20 19 20 19 19 19 19 21 7 4 4 4
2800 19 19 19 19 19 19 19 21 7 4 4 4
3000 19 19 20 19 19 19 19 21 8 4 4 4
3200 19 19 19 19 19 19 19 21 8 4 4 4
3400 19 19 19 19 19 19 19 21 8 4 4 4
3600 20 19 19 19 19 19 19 22 9 4 4 4
3800 20 19 -19 19 19 19 19 34 9 4 4 4
4000 20 19 19 19 19 19 19 98 12 4 4 4
4200 20 19 19 19 19 19 19 137 18 4 4 4
4400 20 19 19 19 19 19 21 128 40 4 4 4
4600 20 19 19 19 19 19 46 112 88 4 4 4
4800 20 19 19 19 19 20 127 110 117 6 4 4
5000 20 19 19 19 19 25 141 107 122 8 4 4
5200 22 21 21 22 22 74 131 107 122 10 4 4
5500 27 27 24 24 25 113 134 109 102 20 5 4
5600 30 28 27 27 29 138 121 88 104 20 6 6
5800 31 29 28 28 35 128 123 88 106 29 6 6
6000 30 28 27 28 63 121 122 87 107 48 6 6
6200 30 28 27 28 126 122 121 88 106 81 6 6
6400 29 28 27 28 149 121 120 88 106 107 7 6
6600 30 28 27 29 139 120 122 87 107 108 9 6
6800 30 28 27 34 130 123 123 87 107 108 10 6
7000 29 28 27 65 121 124 122 88 106 108 12 6
7200 29 28 27 118 122 122 124 89 106 107 14 6
7400 29 28 27 144 120 125 125 89 107 108 16 6
7600 29 28 28 138 122 127 126 89 107 108 19 6
7800 29 28 32 127 120 127 124 90 106 107 24 6
8000 29 28 64 119 122 125 122 90 106 105 35 6
8200 29 28 126 120 124 126 122 92 108 106 67 6
8400 29 28 146 122 125 125 123 93 107 107 107 6
8600 29 29 136 123 127 125 121 94 109 107 110 8
8800 29 35 128 123 125 124 123 96 106 107 108 10
9000 29 75 127 123 126 124 123 97 109 107 110 12
9200 29 144 130 126 122 127 123 100 108 108 108 13
9400 34 157 131 129 131 131 129 100 108 107 107 16
9700 68 152 134 135 123 140 124 121 118 117 115 26
9800 58 121 105 105 105 105 105 62 65 65 65 27
10000 58 117 105 105 105 105 105 64 65 65 65 30
10200 57 113 105 105 105 105 105 65 64 65 65 32
10400 56 109 105 105 105 105 105 66 65 65 65 33
10600 56 105 105 105 105 105 105 69 66 65 65 36
10800 55 57 57 57 57 57 57 65 64 64 64 38
11000 55 27 27 27 27 27 27 60 61 61 61 41
11200 55 28 27 27 27 27 27 57 59 59 59 43
11400 54 29 27 27 27 27 27 56 59 59 59 48
11700 52 29 26 26 26 26 26 52 56 56 56 53
11800 30 18 16 16 16 16 16 30 32 32 32 30
12000 28 19 17 17 17 17 17 28 30 30 30 30
12200 27 19 17 17 17 17 17 26 29 29 29 29
12400 27 19 17 17 17 17 17 26 29 28 29 29
12700 27 19 17 17 17 17 17 25 28 28 28 28
12800 19 13 11 11 11 11 11 17 20 20 20 19
13000 19 14 12 12 12 12 12 18 20 20 20 20
13200 19 14 12 12 12 12 12 18 20 20 20 20

B-58
 Appendix C

Source Code for Prototype Automatic Simulation System

ikronos.c C-2

kinit.c C-9

kronos.c C-15

main.c C-29

makefile.c C-33

translat.c C-34

C-1
IKRONOS.C
/* ikronos.c - functions used in initializing the translation structures and allocating memory */

"include <string.h> /* memset( *'

#include "TDFun.h"
4includ., "TDIFun.h"

#include "iresult.h"

#include "kronos.h"

ushort
TDKIPrepareSegment (TDKHeader * header, TDKSegment * segment)
{
* Prepare the structure TDKSegment for later use. This means clearing it *
* and allocating the additional space. *
•, «***********************, $ *****, «***«****************«*********
»
$«*««

*/

ushort nbu;
TDKUnit *unit;
TDKSection *ksection;

/* first clear */
memset ((char *) segment, (char) 0, sizeof (TDKSegment));
/* and now allocate */
for (nbu = 0; nbu < 3; nbu++)
{
unit = &(segment->units[nbu]);

ksection = &(unit->main);
ksection->entrance_flows = (float *)
calloc ((size_t) header->nbnetstates, sizeof (float));
if(ksection->entrance_flows = NULL)
return (MemAlloc);

ksection = &(unit->entrance);
ksection->entrance_flows = (float *)
calloc ((size_t) header->nbnetstates, sizeof (float));
if(ksection->entrance_flows == NULL)
return (MemAlloc);

ksection = &(unit->exit);
ksection->entranceflows = (float *)
calloc ((sizet) header->nbnetstates, sizeof (float));
if (ksection->entrance_flows = NULL)
return (MemAlloc);
}
return (0);
}
/*:::::::::::::::::::::::: end TDKIPrepareSegment .:::::::::::::::::::::::::::
*/

void
TDKITransferFlows (TDKHeader * header, float *from, float *to)
{

* Copies header->nbnetstates flows from a location to another location. *

*******************************************************************************

C-2
*/
ushort nb:

for (nb = 0: (int) nb < header->nbnetstates: nbi+)

{
toinb] = from[nb];
}
return;
}
/*:::::::::::::::::::::::: end TDKITransferFlows ::::::::::::::::::::::::::::: */

void
TDKIDeallocateSegment (TDKSegment * segment)
{
/*******.*******.,***** .*********************************** *******************

* Deallocates the previously allocated structures in TDKSegment. *

******************************************************************************
*/
ushort nbu;
TDKUnit *unit;
TDKSection *ksection;

for (nbu = 0; nbu < 3; nbu++)

{
unit = &(segment->units[nbu]);

ksection = &(unit->main);
if(ksection->entranceflows != NULL)
TDlfree ((void *) ksection->entranceflows);

ksection = &(unit->entrance);
if(ksection->entrance_flows != NULL)
TDlfree ((void *) ksection->entrance_flows);

ksection = &(unit->exit);
if(ksection->entrance_flows != NULL)
TDIfree ((void *)ksection->entrance flows);
}
return;
}
/*:::::::::::::::::::::::: end TDKIDeallocateSegment::::::::::::::::::::::::: */

void
TDKIPrintSegment (TDKSegment * segment)
{
/******************************************************************************

* Prints information inside the TDKSegment structure. *

*/
ushort nbu, i;
TDKUnit *unit;
TDKSection *ksection;

printf ("C-------------------------\n");
printf ("Segment type = %d\n", segment->type);
printf ("Segment index = %d\n", Seg_Num);
for (nbu = 0; nbu < 3; nbu++)
{
unit = &(segment->units[nbu]);
C-3
 ksection = &(unit->main);
if ((ksection->entrance_flows != NULL)
&& (ksection->TDsection.idsection > 0))
{
printf ("Unit # = %d\n", nbu);
printf ("Section Name = %s\n",, ksection->TDsection.name);
printf ("Main section id = %d\n", ksection->TDsection.idsection);
printf ("Number of lanes = %d\n", ksection->TDsection.nblanes);
printf ("Begin distance = %fn", ksection->dist_begin);
printf("End distance = %f\n", ksection->dist_end);
printf ("Number laterals = %d\n", ksection->nblaterals);
for (i = 0; i < ksection->nblaterals; i-+)
{
printf(" Lateral type = od\n", ksection->laterals[i).tvpe);
printf(" Lateral width = %O\n",ksection->laterals[i].width);
printf(" Lateral length = %tfn", ksection->laterals[i].length);
}

ksection = &(unit->entrance);
if ((ksection->entrance_flows != NULL)
&& (ksection->TDsection.idsection > 0))
{
printf ("Unit # = /od\n", nbu);
printf ("Entrance section id = %d\n", ksection->TDsection.idsection);
printf ("Number of lanes = %d\n", ksection->TDsection.nblanes);
printf ("Begin distance = %f\n", ksection->distbegin);
printf("End distance = %f\n", ksection->dist_end);
printf ("Number laterals = O/d\n", ksection->nblaterals);
for (i = 0; i < ksection->nblaterals; i+-+)
{
printf(" Lateral type = %d\n", ksection->laterals[i].type);
printf(" Lateral width = /f\n", ksection->laterals[ij.width);
printf(" Lateral length = /of\n", ksection->laterals[i].length);
}

ksection = &(unit->exit);
if((ksection->entrance_flows != NULL)
&& (ksection->TDsection.idsection > 0))
{
printf ("Unit # = %od\n", nbu);
printf ("Exit section id = /%d\", ksection->TDsection.idsection);
printf ("Number of lanes = %d\n", ksection->TDsection.nblanes);
printf("Begin distance = %f\n", ksection->dist_begin);
printf("End distance = %f\n", ksection->dist_end);
printf ("Number laterals = /od\n", ksection->nblaterals);
for (i = 0; i < ksection->nblaterals; i+-)
{
printf(" Lateral type = %d\n", ksection->laterals[i].type);
printf (" Lateral width = %f\n", ksection->laterals[i].width);
printf(" Lateral length = /f\n", ksection->laterals[i].length);

I
I
printf ("--.-------------\n");
*/
return;
}
/*.::......:::;.:::::::::: end TDKIPrintSegment......................... */

C-4
void
TDKVClearVSegments (ushort maxvsegments, TDKVSegment * vsegments)
{
/***************,****«***********************************************************

* Clear the vsegments[] array. This is done just for debugging purposes. *
******************************************************************************
*/

ushort nbs:
TDKVSegment *vsegment;

memset ((char *) vsegments, (char) 0,

(sizet) maxvsegments * sizeof (TDKVSegment));
/*
for (nbs = 0; nbs < nbvsegments; nbs ++) {
vsegment = vsegments + nbs;

vsegment->idsection = 0;
vsegment->length = vsegment->dist_begin = vsegment->distend = 0
vsegment->nblanes = 0;
vsegment->lateral_type = 0;

vsegment->nodeorigin_exist = FALSE;
vsegment->node origin_entrance_exist = FALSE;
vsegment->nodeorigin_entrance_type = 0;
vsegment->node origin_entrance_idsection = 0;
vsegment->nodeorigin_entrance_nblanes = 0;

vsegment->node_dest_exist = FALSE;
vsegment->node_dest_exit exist = FALSE;
vsegment->nodedestexit_type = 0;
vsegment->node_dest_exit_idsection = 0;
vsegment->nodedest_exit_nblanes = 0;
}
*/

return;
}
/*:::::::::::::::::::::::: end TDKVClearVSegments ::::::::::::::::::::::::::: */

ushort
TDKVAllocateFlows (ushort maxvsegments, TDKVSegment * vsegments, ushort nbflows)
{
* In the vsegments(, allocate enough space for these flows. *

*/
ushort nbs;
TDKVSegment *vsegment;

for (nbs = 0; nbs < maxvsegments; nbs++)

(
vsegment = vsegments + nbs;

if ((vsegment->flows = (float *)
TDIcalloc ((size_t) nbflows, sizeof (float))) == NULL)
return (MemAlloc);
if ((vsegment->node_origin_entrance_flows = (float *)
TDIcalloc ((size t) nbflows, sizeof (float))) =-- NULL)
return (MemAlloc);
if ((vsegment->node_dest_exit_flows = (float *)
TDIcalloc ((sizet) nbflows, sizeof (float))) = NULL)
return (MemAlloc);
}
C-5
 return (0);
}
/*:::::::::::::::::::::: end TDKVAllocateFlows :::::::::::::::::::::::::::::: */

void
TDKVTransferFlows (ushort idsection. ushort nbnetstates, ushort nbvehmods,
ushort nbssections,
TDStateSection * ssections, float *flows)
{
/**** *5*** *555555** 5 5****5*** 555555****s*s***ssssss*« s*»«*ssss******sa*sa*ass
* Transfers the appropiate flows from ssections[] to flows[]. *
***************ssss************ssssss*******sssssss««««««*«««**««*»«««*«««****
*/
ushort position, nbn, nbe, nbv, nbt;
float flow;
TDStateSection *sectionst;
TDStateEntrance *entrancest;
TDStateVehMod *vehmodst;

/* first looks for this section in the array */

position = TDISearchStateSection (nbssections, ssections, idsection);
if (position = 0)
{
TDIMessage (ERROR, "TDKVTransferFlows: section not found");

sectionst = ssections + (position - 1);

for (nbn = 0; nbn < nbnetstates; nbn++)

{
flow = 0.;
for (nbe = 0; nbe < sectionst->nbentrances; nbe++)
{
entrancest = &(sectionst->entrances[nbe]);

for (nbv = 0; nbv < nbvehmods; nbv++)

{
vehmodst = &(entrancest->vehmods[nbv]);

/* put this value */

flow += vehmodst->entrance_flows[nbn];

} /* end nbv /
} /* end nbe*/

flows[nbn] = flow;
)
return;
}
/*:::::::::::::::::::::::: end TDKVTransferFlows :::::::::::::::::::::::::::: */

ushort
TDKVShiftLeftVSegments (ushort maxvsegments, ushort * nbvsegments,
TDKVSegment * vsegments, ushort nbplaces)
(
/ss«s»««ss«4s«ss«ss«ssssss«ss«*a*****ssss*********s***************sss***s***s**5
C-6
 * Shifts to the left the contents of the vsegments[] array, in nbplaces. *
* Decreases the nvsegments accordingly. *
* Errors: *
* ParamError: incorrect parameter *

*/

if (nbplaces < 0 |I nbplaces > *nbvsegments)

return (ParamError);
if (nbplaces = 0)
return (0);

/* memory copy with overlapping */

memmove ((void *) vsegments, (void *) (vsegments - nbplaces),
(size_t) (maxvsegments - nbplaces) * sizeof (TDKVSegment));

*nbvsegments -= nbplaces;

/* to ease debugging, clear the last nbplaces */

memset ((void *) (vsegments + (maxvsegments - nbplaces)), (int) 0,
(size t) nbplaces * sizeof (TDKVSegment));

return (0);
}
/*::::::::::::::::::::: end TDKVShiftLetVSegments ::::::::::::::::::::::::: */

void
TDKVPrintVSegments 0
{
* Displays, to screen, the contents of the vsegments array. *
««************S*******««««*«« «****ISS888•S*lSS»«««****8*«*»**** * ,»*, ****

*/
ushort nbs, nbf;
float *flows;
TDKVSegment *vsegment;

printf ("Number of vsegments: %d\n", (int) nbvsegments);

for (nbs = 0; nbs < nbvsegments; nbs--+)

{
vsegment = vsegments + nbs;

printf("** VSEGMENT %d Idsection: %d, Length: %.2f(%.lf- . lf), Nblanes: %d\n",

(int) nbs + 1, (int) vsegment->idsection, vsegment->length,
vsegment->dist_begin, vsegment->distend.
(int) vsegment->nblanes);

flows = vsegment->flows;
printf ("Flows:");
for (nbf = 0; nbf < nbnetstates: nbf++)
{
printf ("%.lf, ", flows[nbf$);
}
printf (\n");

printf(" lateral: ");

if (vsegment->lateral_type = 0)
{
printf ("NONE\n");
}
else if (vsegment->lateral _type - 1)
{
printf ("RIGHT ENTRANCE\n");
C-7
else if (vsegment->lateral_type == 2)

printf ("LEFT ENTRANCE\n");

else if (vsegment->lateraltype == 3)
{
printf ("RIGHT EXIT\n");

else if (vsegment->lateral_type -= 4)
{
printf ("LEFT EXITn");

if (vsegment->node_origin exist)
{
if (vsegment->node_origin_entrance_exist)
{
printf ("Node origin - ENTRANCE");
if (vsegment->node_originentrancetype == 1)
{
printf ("(right)");
}
else
{
printf("(left) ");
printf("Idsection: %/d,Nblanes: /od\n",
(int) vsegment->node origin entrance idsection,
(int) vsegment->node origin_entrance_nblanes);

flows = vsegment->node_origin_entranceflows;
printf(" Flows:");
for (nbf= 0; nbf < nbnetstates; nbf++)
{
printf("/%af, ", flows[nbf));
}
printf("\n");

else
{
printf ("Node origin.\n");
}
}
if (vsegment->node_destexst)
{
if(vsegment->node_destexit exist)
{
printf ("Node dest - EXIT');
if (vsegment->node_dest_exittype = 1)
{
printf ("(right) ");
}
else
{
printf ("(left) ");
}
printf ("Idsection: %d, Nblanes: /%dn",
(int) vsegment->node_dest_exit_idsection,
(int) vsegment->node_dest_exit_nblanes);

flows = vsegment.>node_dest_exit_flows;
printf (" Flows:");
for (nbf= 0; nbf < nbnetstates; nbf++)
C-8
 printf ("%.lf, ", flows[nbtl);
}
printf("\n");

)
else
{
printf ("Node dest.\n"):

)
}
return;
}
/*::::::::::::::::::::::: end TDKVPrintVSegments :::::::::::::::::::::::::::: */

KINIT.C
/* kinitc - functions for initializing KRONOS data structures */

#include "TDFun.h"
#include 'TDIFun.h"
#include "kronos.h"

#define DEFAULTNUM LANES 3

#defme DEFAULT JAM DENSITY 186
#defme DEFAULT DENSITY A 15
#define DEFAULT FLOW A 975
#define DEFAULT CRITICALDENSITY 58
#define DEFAULT JAMFLOW 0
#defme DEFAULT CAPACITY 2200
#define DEFAULT PASSVEHFRACT 1
#defme DEFAULT LCOMM VEH FRACT 0
#define DEFAULT HCOMM_VEH FRACT 0
#defme DEFAULT LENGTH 1000
#define DEFAULT RAMP CAPACITY 1500
#define DEFAULT DEMAND 1000
#defme DEFAULTRAMPDEMAND 100
#defme DEFAULT RAMP LENGTH 600
#define DEFAULT METER LOC 300
#defme DEFAULT LENGTH BEFORE WEAVE 200
#defme DEFAULT WEAVE LENGTH 300
#define DEFAULT LENGTH BEFORE TRANS 400
#defme DEFAULT TRANS LENGTH 200
#defme DEFAULTMETERRATE 800
#defie DEFAULTDIVERSIONRATE 0
#defme DEFAULT CONGESTED 0
#defme DEFAULT RESTRICTED CAPACITY 1000
#defme DEFAULT ENTRANCE PERCENTAGE 100

void
TDKInitGlobals (void)
{
* Initialize global variables used by KRONOS

*/

DX = 100:
Total_Sim_Time = 60;
Num_Time_Slices = 4;
Time_Slice_Duration = (int) ((float) Total_Sim_Time / (float) Num_Time_Slices);
Max_Delay_Speed = 40;

C-9
 Plotting_Period = Time SliceDuration:

/* Not used by translator */

DT = 0:
Curr Time Slice = 0.
NumDT In Time Slice = 0:
CurrDT = 0;
Curr DT Idx = 0:
Prey DT Idx = 0;
DT DIV HR = 0;
DX DIV MILE = 0;
MPH = 0:
DX TIMESDT DIVHR = 0:
DT_TIMES_MILE_DIVHR = 0;
DX DIV MILE TIMES DTDIV HR = 0
DT DIVDX = 0;
DT DIV 2DX = 0;

/ end TDKInitGlobals ::::::::::::::::::::::::::: *'

.:::::::::::::::::::::::

void
TDKInitFreeway (FW_Data_Struct * FW_Ptr)
{
* Initialize freeway data structure to default values

*/

FW_Ptr->FractionPassVeh = DEFAULTPASS VEH_FRACT;

FW_Ptr->Fraction_LCommVeh = DEFAULT_LCOMM_VEH_FRACT;
FW_Ptr->Fraction_HComm_Veh = DEFAULTHCOMMVEHFRACT;
FW_Ptr->Jam_Density = DEFAULT_JAM DENSITY;
FW_Ptr->densitya = DEFAULT_DENSITY_A;
FWPtr->flowa = DEFAULT FLOW A;
FW_Ptr->CriticalDensity = DEFAULT_CRITICALDENSITY;
FW_Ptr->Flow_At Jam = DEFAULT_JAM_FLOW;
FW_Ptr->Capacity = DEFAULT_CAPACITY;
FWPtr->CALC FUELAND POLLUTION = FALSE;
FW_Ptr->CALC_MOES = FALSE;
FWPtr->SAVE INST DENSITY = TRUE;
FWPtr->SAVE INST SPEED = TRUE;
FW Ptr->SAVE INST FLOW TRUE;
FW_Ptr->SAVE_AVGDENSITY = TRUE;
FWPtr->SAVEAVG SPEED= TRUE;
FW_Ptr->SAVEAVG_FLOW = TRUE;
FWPtr->USERSPECIFIEDEXIT VOLUME = FALSE;
FW Ptr->USE_EXIT CONGESTION = FALSE;
FW Ptr->USEENTRYCONGESTION = FALSE;
FWPtr->ENTRY CONGESTED= FALSE;
FW_Ptr->Seg = NULL;
FW_Ptr->OnR = NULL;
FWPtr->Off_R = NULL;
FW_Ptr->Weave = NULL;
FWPtr->LAD = NULL;
FW_Ptr->Num_Segs = 0;
FW_Ptr->Num_On_Ramps = 0;
FW_Ptr->Num_Off_Ramps = 0;
FW_Ptr->Num WeavingSegs = 0;
FW_Ptr->Plotting_Period = Plotting_Period;

/* Not used by translator */

FW_Ptr->Free_FlowSpeed = FW_Ptr->Capacity / FW_Ptr->Critical_Density;
FW Ptr->EXIT CONGESTED = FALSE;
FW_Ptr->cd off= 0;
C-10
 FW_Ptr->Num_LADSegs = 0;
FW_Ptr->NumCDSegs = 0;
FW Ptr->Num DXs = 0;
FW_Ptr->Num Grad QKs = 0;
FW Ptr->CD = NULL;
FW Ptr->Incident = NULL:
/* FWPtr->Files = NULL; not a pointer, a strucutre! */
FW_Ptr->Gradient QKPtr = NULL;
FW_Ptr->Seg_Brdr_Dxs = NULL;
FW_Ptr->BrdrQks = NULL;
)
/*::::::::::::::::::::::: end TDKInitFreeway :::::::::::::::::::::::::: */

void
TDKInitSegment (Seg_Struct * Seg_Ptr)
{
/************* *************,*******,*«««*****,,******««**** «*********************

* Initialize segment data structure to default values

*/

if(Seg_Num = 0)
Seg_Ptr->Num_Lanes = DEFAULT_NUM_LANES;
else
SegPtr->Num_Lanes = FW_Ptr->Seg[Seg_Num - 1].Num_Lanes;
Seg_Ptr->Length = DEFAULT_LENGTH;
Seg_Ptr->Type = 1;
Seg_Ptr->Init_Flow = DEFAULTDEMAND;
Seg_Ptr->Capacity = FW_Ptr->Capacity * Seg_Ptr->Num_Lanes;
Seg_Ptr->INCIDENT = FALSE;
Seg_Ptr->INITALLY_CONGESTED = FALSE;
strcpy (Seg_Ptr->Name, "");
Seg_Ptr->On_Ramp = NULL;
Seg_Ptr->OffRamp = NULL;
SegPtr->WeavingSeg = NULL;
Seg_Ptr->LADSeg = NULL;
Seg_Ptr->NextSeg = NULL;
Seg_Ptr->PrevSeg = NULL;

/* Not used by translator */

Seg_Ptr->MainK = NULL;
Seg_Ptr->Main_U = NULL;
SegPtr->Adj_K = NULL;
Seg_Ptr->AdjU = NULL;
Seg Ptr->Generation = NULL;
SegPtr->Lane_K = NULL;
SegPtr->Lane_U = NULL;
Seg_Ptr->Avg_K = NULL;
Seg_Ptr->AvgU = NULL;
Seg_Ptr->Avg_Q = NULL;
SegPtr->First_DX = 0;
SegPtr->Last_DX = 0;
Seg_Ptr->Flow_Split_DX = 0;
Seg_Ptr->Flow_Rejoin_DX = 0;
Seg_Ptr->CONNECTED = FALSE;
Seg_Ptr->FIRST_SEG = FALSE;
Seg_Ptr->LASTSEG = FALSE;
Seg_Ptr->QK = NULL;
SegPtr->CDSeg = NULL;
Seg_Ptr->MOE = NULL;
Seg_Ptr->Connection = NULL;

}
/*::::::::::::::::::::::: end TDKInitSegment::::::::::::::::: :::: */

C-11
void
TDKInitOnRamp (On_Ramp Struct * OnRampPtr)
{

* Initialize on ramp data structure to default values

int i;

OnRamp_Ptr->Length = DEFAULT_RAMP_LENGTH:
OnRamp_Ptr->Meter_Location = DEFAULT_METER_LOC:
OnRamp_Ptr->Demand = DEFAULTRAMP_DEMAND;
OnRampPtr->METERED = FALSE;
OnRamp_Ptr->Seg = NULL;
OnRampPtr->Capacity = DEFAULT_RAMPCAPACITY * OnRamp_Ptr->Num_Lanes;

/* allocate memory for time slice arrays */

OnRampPtr->Entrance_Rate_At = (float *) calloc (NumTime_Slices, sizeof (float));
OnRamp_Ptr->Meter_Rate_At = (float *) calloc (NumTime_Slices, sizeof (float));

/* set arrays to default values */

for (i = 0; i < Num_Time Slices; i++)
{
OnRamp_Ptr->Entrance_RateAt(i] = DEFAULT_RAMPDEMAND;
OnRamp_Ptr->Meter_RateAt[i] = DEFAULT_METER_RATE;
}
/* Not used by translator */
OnRampPtr->K = NULL;
OnRamp_Ptr->U = NULL;
OnRamp_Ptr->Avg_K = NULL;
OnRamp_Ptr->Avg_Q = NULL;
OnRamp_Ptr->Generation = NULL;
OnRamp_Ptr->Avg_U = NULL;
OnRamp_Ptr->MOE = NULL;
OnRamp_Ptr->Connection = NULL;
/* OnRamp_Ptr->QK= NULL; */
OnRampPtr->Num_Cars_Arrived = 0;
OnRamp_Ptr->Num_Cars_Merged = 0;
OnRamp_Ptr->Max_Q_Size = 0;
OnRampPtr->Max_Q_Length = 0;
OnRampPtr->Avg_Q_Size = 0;
OnRampPtr->Avg_Q_Length = 0;
OnRamp_Ptr->Num_DXs = 0;
OnRamp_Ptr->Num_Accel_DXs = 0;
OnRampPtr->Shared_Two_Lane_Exit_Q = 0;
OnRampPtr->q_rmp = 0;
OnRamp_Ptr->Metering_Rate = 0;
OnRamp_Ptr->CONNECTED = FALSE;
OnRampPtr->mg = FALSE;

/*::::::::::::::::::::::: end TDKInitOnRamp ::::::::::::::::::::::::::: */

void
TDKInitOflRamp (Off Ramp_Struct * OffRamp Ptr)
{
/************* ****************************************************** * *** *** * ***

* Initialize on ramp data structure to default values

*/
C-12
 int i;

OffRamp_Ptr->Length = DEFAULT_RAMP_LENGTH;
OffRamp_Ptr->Demand = DEFAULT_RAMP_DEMAND;
OffRamp_Ptr->CONGESTED = FALSE;
OflRamp_Ptr->RESTRICTED_CAPACITY = FALSE:
OffRampPtr->Seg = NULL;
OffRamp_Ptr->Capacity = DEFAULT_RAMP_CAPACITY * OftRamp_Ptr->Num Lanes;

/* allocate memory for time slice arrays */

OffRamp_Ptr->Exit_Rate_At = (float *) calloc (NumTime_Slices, sizeof (float));
OtfRamp_Ptr->Diversion_RateAt = (float *) calloc (Num_Time_Slices, sizeof (float));
OffRamp_Ptr->Restricted_Capacity_At = (float *) calloc (Num_Time_Slices, sizeof (float));
OffRampPtr->Through_Demand_At = (float *) calloc (NumTime_Slices, sizeof (float));
OffRamp_Ptr->Congested_At = (boolean *) calloc (Num_Time_Slices, sizeof (boolean));

/* set arrays to default values */

for (i = 0; i < NumTimeSlices; i++)
{
OffRamp_Ptr->Exit_Rate_At[i] = DEFAULT_RAMP_DEMAND;
OffRampPtr->Diversion_Rate At[i] = DEFAULT_DIVERSION_RATE;
OffRamp_Ptr->Restricted_Capacity_At[i] = DEFAULT_RESTRICTED_CAPACITY;
OffRamp_Ptr->ThroughDemand_At[i] = DEFAULT_RAMP_DEMAND * OffRamp_Ptr->NumLanes;
OffRamp_Ptr->Congested_At[i] = DEFAULT_CONGESTED;
}

/* Not used by translator */

OffRampPtr->K = NULL;
OffRamp_Ptr->U = NULL;
OffRamp_Ptr->Avg_K = NULL;
OffRamp Ptr->Avg_Q = NULL;
OffRamp_Ptr->Generation = NULL;
OffRamp Ptr->Avg_U = NULL;
OffRampPtr->MOE = NULL;
OffRamp Ptr->Connection = NULL;
/* OffRamp_Ptr->QK =NULL; */
OffRampPtr->Num_CarsDeparted = 0;
OffRamp_Ptr->Num_CarsDiverged = 0;
OffRamp Ptr->Max_Q_Size = 0;
OffRamp_Ptr->Max_QLength = 0;
OffRamp_Ptr->Avg_Q_Size = 0;
OffRamp Ptr->AvgQ_Length = 0;
OffRampPtr->Meter_Location = 0;
OffRamp_Ptr->NumDXs = 0;
OffRampPtr->Num_Decel_DXs = 0;
OffRamp_Ptr->Diversion_Rate = 0;
OffRamp_Ptr->qrem = 0;
OffRamp Ptr->Capacity_Restriction = 0;
OffRamp_Ptr->Flow_Remaining = 0;
OffRamp_Ptr->Through_Demand = 0;
OffRamp_Ptr->CONNECTED = FALSE;
OffRamp_Ptr->METERED = FALSE;
OffRampPtr->dg = FALSE;

}
/*::::::::::::::::::::::: end TDKInitOnRamp ::::::::::::::::::::::::::: */

void
TDKInitWeaveSeg (Weaving_Seg_Struct * WeaveSeg_Ptr)
{

* Initialize weaviing segment data structure to default values

C-13
 0/

int i;
WeaveSeg_Ptr->Length Bef6re_Weave = DEFAULT_LENGTH BEFORE_WEAVE;
WeaveSeg_Ptr->Length Of Weave = DEFAULT WEAVE_LENGTl;
WeaveSeg_Ptr->AuxLane_Capacity_ = DEFAULT_CAPACITY;
WeaveSeg_Ptr->AuxLane_Capacity 2 = DEFAULT_CAPACITY;
WeaveSeg_Ptr->AuxLane_Init_Flow = DEFAULTRAMP_DEMAND:
WeaveSegPtr->Seg = NULL;

/* allocate memory for time slice arrays */

WeaveSeg_Ptr->EntrancePercentageAt = (float *) calloc (Num Time_Slices, sizeof(float));

/* set arrays to default values */

for (i = 0: i < Num_Time_Slices; i++)
{
WeaveSegPtr->Entrance Percentage_At[i] = DEFAULT_ENTRANCE_PERCENTAGE;

/* Not used by translator */

WeaveSeg_Ptr->Generation = NULL;
WeaveSeg_Ptr->Capacity_Factor = 0;
WeaveSeg Ptr->Ramp_Flow = 0;
WeaveSegPtr->Diverging_Ratio = 0;
WeaveSeg_Ptr->NumLl DXs = 0;
WeaveSeg_Ptr->NumL2 DXs = 0;
WeaveSeg_Ptr->Aux_K = NULL;
WeaveSeg_Ptr->AuxU = NULL;
WeaveSeg_Ptr->Aux_Avg_K = NULL;
WeaveSeg_Ptr->Aux AvgU = NULL;
WeaveSeg_Ptr->Aux_Avg_Q = NULL;
/* WeaveSeg_Ptr->AdjQK = NULL; */

}
/*::::::::::::::::::::::: end TDKInitWeaveSeg::::::::::::::::::::::::::

void
TDKLnitLADSeg (LADSeg_Struct * LADSeg_Ptr)
{
/****** «********************************************0**************************

* Initialize Lane add/drop segment data structure to default values

******************************************************************************
*/
int num_lanes_after_transition;

if ((FW_Ptr->Seg[SegNum].Type -= RHS_LANE_DROP)
ji (FW_Ptr->Seg[SegNum].Type - LHS_LANE_DROP))
num_lanesafter_transition = FW_Ptr->Seg[Seg_Numj.Num_Lanes - 1;
else if((FW Ptr->Seg[Seg_Num].Type = RHS_LANEADD)
II (FW_Ptr->Seg[Seg_Num].Type = LHS_LANE ADD))
num_lanes_aftertransition = FW_Ptr->Seg[SegNum].Num_Lanes + 1;

LADSeg_Ptr->Capacity = DEFAULT_CAPACITY * numlanes_after_transition;

LADSeg Ptr->Transition_Start = DEFAULT_LENGTH_BEFORETRANS;
LADSeg_Ptr->Transition_Length = DEFAULTTRANS_LENGTH;

/* Not used by translator */

LADSegPtr->First_DXOf_Transition = 0;
LADSeg Ptr->Last_DX_Of_Transition = 0;
LADSegPtr->QK = NULL;

}
/*::::::::::::::::::::::: end TDKInitLADSeg ::::::::::::::::::::::::::: */

C-14
KRONOS.C
/* kronos.c - functions for preparing, constructing, and writing to tile the KRONOS data structures */

#include "TDFun.h"
#include "TDIFun.h"

#define KRONOS GLOBAL

#include "kronos.h"

#define FEET(x) x* 5280/1608.0

ushort
TDKBeginTranslation (TDKHeader * header)
{
/a*a***************a*«**«*«**a****«««*a*«a***********************»a««««*««*****
* Begins a translation session in KRONOS format.
* 1) Allocate memory for KRONOS structures
* 2) Calculate global parameters as they are known
******************************************************************************
*/

/* Allocate memory for KRONOS freeway structure */

FWPtr = (FW_Data_Struct *) calloc (1, sizeof (FW_Data_Struct));

/* inititalize global variables used by KRONOS */

TDKInitGlobals ();

/* inititalize freeway data values to defaults */

TDKInitFreeway (FW_Ptr);

/* Allocate memory for the different lists */

/* (this will be linked lists) */
FWPtr->Seg = (SegStruct *) calloc (100, sizeof(Seg_Struct));
FW_Ptr->On_R = (On_Ramp_Struct *) calloc (35, sizeof (On_RampStruct));
FWPtr->OffR = (Off_Ramp_Stnrct *) calloc (35, sizeof (OffRamp_Struct));
FWPtr->Weave = (Weaving_Seg_Struct *) calloc (35, sizeof (Weaving_Seg_Struct));
FW_Ptr->LAD = (LAD_Seg_Struct *) calloc (35, sizeof (LAD_SegStruct));

/* Initialize array indices */

Seg_Num = On_Num = OffNum = Lad_Num = WeaveNum = 0;

/* assign global variables as known */

Time_SliceDuration = header->time_offset;
NumTuneSlices = header->nbnetstates;
Total_SimTime = NumTimeSlices * Time_SliceDuration;
PlottingPeriod = Time_Slice_Duration;

return (0);
}
/*:::::::::::::::::::::::end TDKBeginTranslation ::::::::::::::::::::::::::: */

ushort
TDKCreateSegment (TDKSegment * Gsegment)
{
/*****************************************************************************
* Given a KRONOS segment description generated by GETRAML takes care of *
* really creating it in KRONOS file format. *

int errcode, i;

C-15
Seg_Struct KSegment;
OnRamp_Struct KOnRamp;
OtTffRamp_Struct KOffRamp;
Weaving_Seg_Struct KWeaveSeg;
LAD_Seg_Struct KLADSeg;
TDKUnit *unit.
TDKSection *Ksection:
TDSection *Gsection:
float length, width, single lane_capacity, capacity factor,

/* Print GETRAM segment parameters (for debugging) */

1*
TDKIPrintSegment(Gsegment);
*/

/* Initialize KRONOS segement structure */

TDKInitSegment (&KSegment);

/* Dereference the main-line GETRAM section */

unit = &(Gsegment->units(0]);
Ksection = &(unit->main);
Gsection = &(Ksection->TDsection);

KSegmentType = Gsegment->type;
KSegment.Num_Lanes = Gsection->nblanes;
KSegmentCapacity = Gsection->capacity;
if(!strcmp (Gsection->name, ""))
{
sprintf (Gsection->name, "Segment #/od", Seg_Num + 1);
}
strcpy (KSegment.Name, Gsection->name);
if((errcode = TDGetSectionDim (Gsection->trapezoid, &length, &width)) != 0)
{
printf ("Error in TDKCreateSegment calling TDGetSectionDim: /%d\n",encode);
TDKCommunicateError (errcode);
return errcode;
}
KSegment.Length = (int) FEET (length);
/* Initial flows ? *

/* Pointer to the previous segment */

if(Seg_Num != 0)
{
KSegment.PrevSeg = &(FW_Ptr->Seg[SegNum - 1]);
}
FW_Ptr->Seg[Seg_Num] = KSegment;

/*Pointer from the previous segment */

if(SegNum !=0)
{
FW_Ptr->Seg[Seg Num - 1].Next_Seg = &(FW_Ptr->Seg[Seg_Numj);
}
/* On Ramp information */!
switch (FW_Ptr->Seg[SegNum].Type)
{
case PIPELINE:
break;

case RHS SIMPLE ONRAMP:

case LHS SIMPLE ONRAMP:
case RHS 1 LANE ADD_ONRAMP:
case LHS 1 LANE ADD ONRAMP:
case RHS 2 LANE ADD ONRAMP:
case LHS 2 LANE ADD ONRAMP:
C-16
 case RHS WEAVE:
case LHS WEAVE:
case USER NEW WEAVING:

/* add information to on ramp list */

/* Determine the number of lanes based on segment type */

if (FWPtr->Seg[Seg_Num].Type == RHS_2 LANE_ADDONRAMP
11FW Ptr->Seg[Seg_Num].Type == LHS_2_LANE_ADD ONRAMP)
KOnRamp.Num_Lanes = 2;
else
KOnRamp.Num Lanes = 1;

/* initialize on ramp structure */

TDKInitOnRamp (&KOnRamp);

/* Dereference the entrance GETRAM section */

unit = &(Gsegment->units[O]);
Ksection = &(unit->entrance);
Gsection = &(Ksection->TDsection);

KOnRamp.Capacity = Gsection->capacity;
if((errcode = TDGetSectionDim (Gsection->trapezoid, &length. &width)) != 0)
{
printf ("Error in TDKCreateSegment calling TDGetSectionDim: %/d\n",
encode);
return -1;
}
KOnRamp.Length = (int) FEET (length);
/* Time Slice Demand Information */
for (i = 0; i < NumTime Slices; i++)
{
KOnRamp.EntranceRate_At[i]
= Ksection->entrance_flows[i];
}
/* Initial Demand (flow) */
KOnRamp.Demand = Ksection->entranceflows[0];
/* METERED ? */
KOnRamp.METERED = Ksection->metering_exist;
/* Meter Location */
/* I will not attempt tp specify a meter location or rates in this version */

/* Pointer to the corresponding segment */

KOnRamp.Seg = &(FW_Ptr->Seg[Seg_Num]);

FW_Ptr->OnR[On_Num] = KOnRamp;

/* Pointer from the corresponding segment */

FW_Ptr->Seg[SegNum].OnRamp = &(FW_Ptr->On_R[OnNum]);

/* Increment on ramp index */

OnNum++;
break;

default:
break;
} /* end on ramp switch */

/*Off Ramp Information */

switch (FW_Ptr->g[S[Seg_Num].Type)
{
case PIPELINE:
break;

case RHS SIMPLE OFFRAMP:

case LHS SIMPLE OFFRAMP:
case RHS 1 LANE_DROP_OFFRAMP:
C-17
case LHS I LANE DROPOFFRAMP:
case RHS 2 LANE DROPOFFRAMP:
case LHS 2 LANE DROPOFFRAMP:
case RHS WEAVE:
case LHS WEAVE:
case USER NEWWEAVING:

/* add information to off ramp list */

/* Determine the number of lanes based on segment type */

if(FW_Ptr->Seg[Seg_Num].Type == RHS_2_LANE_ DROPOFFRAMP
1IFW Ptr->Seg(SegNum].Type == LHS 2_LANE DROP OFFRAMP)
KOffRamp.Num_Lanes = 2;
else
KOflRamp.Num_Lanes = 1;

/* initialize off ramp structure */

TDKInitOffRamp (&KOffRamp);

/* Dereference the exit GETRAM section */

unit = &(Gsegment->units(0]);
Ksection = &(unit->exit);
Gsection = &(Ksection->TDsection);

KOffRamp.Capacity = Gsection->capacity;
if((errcode = TDGetSectionDim (Gsection->trapezoid, &length, &width)) != 0)
{
printf ("Error in TDKCreateSegment calling TDGetSectionDim: %od\n", encode);
return -1;
}
KOffRamp.Length = (int) FEET (length);
/* Time Slice Demand Information */
for (i = 0; i < Num TimeSlices; i++)
{
KOffRamp.Exit_Rate At[i]
= Ksection->entrance_flows[i];
}
/* Initial Demand (flow) */
KOffRamp.Demand = Ksection->entranceflows[0];
/* METERED */
/* Info included for on-ramps, but not for off ramps in KRONOS input file.
May get added to KRONOS in the future */
/* OffRampPtr->METERED = Ksection->metering_exist; */
/* Meter Location */
/* I will not attempt tp specify a meter location or rates in this version */

/* CONGESTED */
/* RESTRICTED CAPACITY */
/* GETRAM is currently not capable of modeling this information */

/* Pointer to the corresponding segment */

KOffRamp.Seg = &(FWPtr->Seg[Seg_Num]);

FW_Ptr->OffR[Off Num] = KOffRamp;

/* Pointer from the corresponding segment */

FW_Ptr->SSe[Seg_Num].Off Ramp = &(FWPtr->Off_R[Off_Num]);

/* Increment off ramp index */

Off_Num++;
break;

default:
break;
} /* end off ramp switch */

C-18
/*Weaving and Lane Add/Drop Information */
switch (FW_Ptr->Seg[Seg_Num].Type)
{
case PIPELINE:
break:

case RHS WEAVE:

case LHS WEAVE:
case USER NEW WEAVING:

/* add information to weaving list */

/* Subtract a lane from the weaving section because KRONOS

doesn't count the weaving lane as a "main" lane, and
reduce the mainline capacity, accordingly */
FW_Ptr->Seg[Seg_Num].Num_Lanes--;
if (FWPtr->Seg[Seg_Numj.Type == USER_NEW_WEAVING) /* subtract another lane */
FWPtr->Seg[Seg_Numl.Num_Lanes-;
FW_Ptr->Sg[SSeg_Num].Capacity *= (float) FW_Ptr->Seg[Seg Num].Num_Lanes
/ (float) Gsection->nblanes;

/* initialize weaving structure */

TDKInitWeaveSeg (&KWeaveSeg);

/* Dereference the exit GETRAM section */

unit = &(Gsegment->units[0]);
Ksection = &(unit->exit);
Gsection = &(Ksection->TDsection);

/*The length before the weaving area is used after the lengths are converted,
so I will ignore */
/* KWeaveSeg.Length_Before_Weave = ?; */
/* The length of the weaving area is simply the length of the segment itself */
if((errcode = TDGetSectionDim (Gsection->trapezoid, &length, &width)) != 0)
{
printf ("Error in TDKCreateSegment calling TDGetSectionDim: %d\n", encode);
return -1;
}
KWeaveSeg.Length_Of_Weave = FW_Ptr->Seg[Seg_Num].Length;

/*Assign the auxiliary lane capacity as the GETRAM section capacity

divided by the number of lanes in the GETRAM section */
single_lanecapacity = Gsection->capacity / (float) Gsection->nblanes;
KWeaveSeg.Aux_Lane_Capacity_l = single_lanecapacity;

if (FW_Ptr->Seg[Seg_Num.Type == USER_NEW_WEAVING) /* assign auxiliary capacity #2 */

KWeaveSeg.Aux_Lane_Capacity_2 = single_lane_capacity;
else
KWeaveSeg.Aux_LaneCapacity_2 = 0.0;

/* Set the initial auxillary lane flow to the initial on ramp flow */
KWeaveSeg.Aux_Lane_Init_Flow = KOnRamp.Entrance_Rate_At[0];

/* Pointer to the corresponding segment */

KWeaveSeg.Seg = &(FWPtr->Seg[Seg_Num]);

FW_Ptr->Weave[Weave_Num] = KWeaveSeg;

/* Pointer from the corresponding segment */

FW_Ptr->Seg[Seg_Num].Weaving_Seg = &(FW_Ptr->Weave[WeaveNum]);

/* Increment weave index */

Weave_Num++;
break;

case RHS LANE DROP:

C-19
case LHS LANE DROP:
case RHS LANE ADD:
case LHS LANE ADD:

* add information to lane add/drop list */

/* add a lane to the KRONOS segment in the case of lane drops.

because GETRAM counts the number of "main" lanes (not counting the
laterals, and KRONOS counts the number of lanes at the beginning of
the segment */
if ((FW_Ptr->Seg[SegNum].Type == RHS_LANE_DROP)
11(FW_Ptr->Seg[Seg_Num].Type == LHS_LANEDROP))
FW_Ptr->Seg[Seg_Num].Num_Lanes++;

/* initialize weaving structure */

TDKInitLADSeg (&KLADSeg);

/* Dereference the exit GETRAM section */

unit = &(Gsegment->units[0]);
Ksection = &(unit->main);
Gsection = &(Ksection->TDsection);

/*can I assume only one lateral? */

/* print("nblaterals = %/d\tlength= 0/of",Ksection->nblaterals,
FEET(Ksection->laterals[O].length)); */
length = FEET (Ksection->laterals[0].length);
KLADSeg.Transition Start = FW_Ptr->Seg[Seg_Num].Length
- KLADSeg.Transition Length - (int) length;

/* Capacity after transition */

if((FWPtr->Seg[SegNum].Type == RHS_LANE_DROP)
II (FWPtr->Seg[Seg Num].Type = LHSLANE_DROP))
capacityfactor = (float) FWPtr->Seg[Seg_Num].NumLanes - 1
/ (float) FWPtr->Seg[SegNum].N.umLanes;
else if ((FW Ptr->Seg[Seg_Num].Type - RHSLANE_ADD)
II(FWPtr->Seg[Seg_Num.Type == LHS_LANE_ADD))
capacityfactor = (float) FW_Ptr->Seg[Seg_Num].Num_Lanes + 1
/(float) FWPtr->Seg[Seg_Num].Num_Lanes;
KLADSeg.Capacity = FW_Ptr->Seg[SegNum].Capacity * capacity_factor,

FW_Ptr->LAD[Lad_Num] = KLADSeg;

/* Pointer from the corresponding segment */

FW_Ptr->Seg[Seg_Num].LAD_Seg = &(FWPtr->LAD[Lad_Num]);

/* Increment lane add/drop index */

Lad_Num++;
break;

case CD ROAD:
case RHS SHARED_2 LANE ONRAMP:
case RHS SHARED 2 LANE OFFRAMP:
case LHS SHARED_2 LANE ONRAMP:
case LHS SHARED_2_LANE OFFRAMP:

/* report an error, because translator cannot

handle these types (yet) */
/*
errcode = ILLEGAL SEGMENT TYPE
TDKCommunicateError(errcode);
*/

default:
break;

} /* end weave and LAD switch */

C-20
/* increment segment index */
Seg_Num++;

return (O);
}
* ::::::::::::::::::::::: end TDKCreateSegm ent ::::::::::::::::::::::::::::: */

ushort
TDKPrintFile (TDKHeader * header, FILE * kronos fp)
{
* Print all information to the KRONOS input file. *
************************************************»««***************«**********

,/

int Seg Index, OnIndex, Off_Index, Weave Index, LADIndex, Time_Index;

Seg_Struct KSegment;
On Ramp_Struct KOnRamp;
Off Ramp_Struct KOffRamp;
Weaving_Seg_Struct KWeaveSeg;
LAD_Seg_Struct KLADSeg;

/* not sure what this is used for, always set to 1 */

int Init FlowRate = 1;

/* version number */
fprintf(kronosfp, "802\n");

/* network name */
fprintf(kronosfp, "s'\n", header->networkname);

/*delta x (dx) value */

fprintf(kronos_fp, "/od\", DX);

/* simulation time */
fprintf(kronosfp, "%d\n", Total_Sim_Time);

/* time slice duration */

fprintf(kronos fp, "/od\n", Time_Slice_Duration);

/* initial flow rate, always set to 1 */

fprintf(kronosfp, "%d\n", Init_Flow_Rate);

/* maximum delay speed */

fprintf(kronosfp, "%d\n", Max_Delay_Speed);

/* total number of segments */

fprintf(kronosfp, "%od\n", SegNum);

/* density at point "a" */

fprintf(kronos_fp, "%d\n", (int) FW_Ptr->density_a);

/*flow at point "a" */

fprintf(kronosfp, "/d\n", (int) FW_Ptr->flow_a);

/* critical density */
fprintf(kronos_fp, "%d\n", (int) FW _Ptr->Critical_Density);

/* capacity */
fprintf(kronos_fp, 'od\n", (int) FW_Ptr->Capacity);

/* jam density */
fprintf (kronos_fp, "%od\n", (int) FW_Ptr->Jam_Density);

C-21
/* jam flow */
fprintf (kronostp, "%od\n", (int) FW Ptr->Flow_At_Jam);

/* number of on ramps */
fprintf (kronos _p, "%/d\n", On_Num - Weave_Num);

/* number of off ramps */

fprmtf (kronosfp, "d\n", OffNum - WeaveNum);

/* number of weaving segments */

fprintf (kronosfp, "%/d\n", Weave_Num);

/* % of passenger vehicles */
fprintf(kronosfp, "/od\n", (int) FW_Ptr->FractionPass_Veh * 100);

/* % of light commercal vehicles */

fprintf(kronos fp, "%d\n",(int) FW Ptr->FractionLComm_Veh * 100);

/* % of heavy commercal vehicles */

fprintf(kronosfp, "%d\n", (int) FW_Ptr->FractionHComm Veh * 100);

/* segment information */
for (Seg_Index = 0; Seg_Index < Seg_Num; Seg_Index++)
{
KSegment = FW_Ptr->Seg[Seg Index];

/* segment length */
fprintf(kronosfp, "/od\n", KSegmentLength);

/* number of lanes */
fprintf (kronosfp, "%/d\n", KSegmentNum Lanes);

/* segment type */
fprintf(kronosfp, "O/d\n", KSegment.Type);

/* capacity */
fprintf(kronosfp, "od\n", (int) KSegment.Capacity);

/* initial flow */
fprintf(kronosfp, "%d\n", (int) KSegment.InitFlow);

/* initially congested? */
if(KSegmentINITIALLY_CONGESTED)
fprintf(kronos_fp, "/s\n", "Y");
else
fprintf(kronos_fp, "O/s\n", "N");

/* incident? */
if (KSegment.INCIDENT)
fprintf (kronos fp, "%s\n","Y");
else
fprintf (kronosfp, "os\n", "N");

/* segment name */
fprintf (kronosfp, "/os\n", KSegment.Name);

} /* end for segment information */

/* ramp information */
for (Seg_Index = 0; Seg_Index < Seg_Num; Seg_Index++)
{
KSegment = FW_Ptr->Seg[Seg_Index];

switch (KSegment.Type)

case PIPELINE:
C-22
 break;

case RHS SIMPLE ONRAMP:

case LHS SIMPLE ONRAMP:
case RHS 1 LANEADD ONRAMP:
case LHS 1 LANEADD ONRAMP:
KOnRamp = *(KSegment.OnRamp);
fprintf (kronos_fp, "%d\n", 1);
fprintf(kronos_fp, '%d\n", KOnRamp.Length);
fprintf(kronos_fp, "/od\n", (int) KOnRamp.Capacity);
fprintf (kronos_fp, "od\n", (int) KOnRamp.Demand);
/* metered? */
if (KOnRamp.METERED)
fprintf(kronos_fp, "%s\n", "Y");
else
fprintf(kronosfp, "%/s\n", "N");
fprintf (kronos_fp, "%d\n", KOnRamp.Meter_Location):
break;

case RHS 2_LANE ADD ONRAMP:

case LHS 2 LANE ADD ONRAMP:
case RHS SHARED 2_LANE ONRAMP:
case LHS SHARED 2_LANE ONRAMP:
KOnRamp = *(KSegment.OnRamp);
fprintf(kronosfp, "od\n", 2);
fprintf(kronosfp, "%d\n", KOnRamp.Length);
fprintf(kronos fp, "%d\n", (int) KOnRamp.Capacity);
fprintf(kronosfp, "%d\n", (int) KOnRamp.Demand);
/* metered? */
if (KOnRamp.METERED)
fprintf(kronosfp, "/os\", "Y");
else
fprintf(kronosfp, "os\n", "N");
fprintf(kronosfp, "O/od\n", KOnRamp.MeterLocation);
break;

case RHS SIMPLE OFFRAMP:

case LHS SIMPLE OFFRAMP:
case RHS 1_LANEDROPOFFRAMP:
case LHS 1_LANEDROPOFFRAMP:
KOffRamp = *(KSegmentOffRamp);
fprintf(kronos_fp, "/od\n", 1);
fprintf(kronosfp, "%d\n", KOffRamp.Length);
fprintf(kronosfp, "/od\n", (int) KOffRamp.Capacity);
fprintf(kronosfp, "%/d\n", (int) KOffRamp.Demand);
/* congested? */
if (KOffRamp.CONGESTED)
fprintf(kronosfp, "/s\n", "Y");
else
fprintf(kronos_fp, "%s\n", "N");
/* capacity restricted? */
if (KOffRamp.RESTRICTED_CAPACITY)
fprintf (kronos_fp, "%s\n", "Y");
else
fprintf(kronos_fp, "%s\n", "N");
break;

case RHS_2_LANE_DROP_OFFRAMP:
case LHS_2_LANE DROP OFFRAMP:
case RHS_SHARED_2_LANE_OFFRAMP:
case LHS_SHARED 2_LANE OFFRAMP:
KOfIRamp = *(KSegment.Off_Ramp);
fprintf(kronos_fp, "%/od\n", 2);
fprintf(kronosfp, "%d\n", KOffRamp.Length);
fprintf(kronos_fp, "%d\n", (int) KOffRamp.Capacity);
fprintf(kronos_fp, "%d\n", (int) KOffRamp.Demand);
C-23
 /* congested? */
if (KOffRamp.CONGESTED)
fprintf(kronos_fp, "?s\n", "Y");
else
fprintf(kronosfp, "%s\n". "N");
/* capacity restricted? */
if (KOflRamp.RESTRICTED_CAPACITY)
fprintf(kronos_fp, ",/sn","Y");
else
fprintf(kronos_fp, "*s\n", "N");
break;

case RHSWEAVE:
case LHS WEAVE:
KWeaveSeg = *(KSegment.Weaving_Seg);
KOnRamp = *(KSegment.OnRamp);
KOffRamp = *(KSegment.OffRamp);
fprintf(kronos_fp, "od\n", KOnRamp.Length);
fprintf(kronos_fp, "od\n", KOffRamp.Length);
fprintf (kronosfp, "%odn", (int) KWeaveSeg.Aux Lane Capacity_l);
fprintf(kronosfp, "%d\n", (int) KWeaveSeg.Aux_LaneInit_Flow);
fprintf (kronosfp, "/d\n", (int) KOnRamp.Capacity);
fprintf(kronos_fp, "d\n", (int) KOffRamp.Capacity);
fprintf(kronosfp, "di\n", (int) KOnRamp.Demand);
fprintf(kronosfp, od\n", (int) KOffRamp.Demand);
/* metered? */
if (KOnRamp.METERED)
fprintf(kronosfp, "/s\n", "Y");
else
fprintf(kronosfp, "%O\n", "N");
fprintf(kronos_fp, "%dn",KOnRamp.MeterLocation);
/* capacity restricted? */
if (KOffRamp.RESTRICTED_CAPACITY)
fprintf(kronosfp, "/os\n", "Y");
else
fprintf(kronosfp, "/os\n", "N");
break;

case USERNEWWEAVING:
KWeaveSeg = *(KSegment.Weaving_Seg);
KOnRamp = *(KSegmentOn_Ramp);
KOffRamp = *(KSegment.Off Ramp);
fprintf(kronosp, "/d\n", KOnRamp.Length);
fprintf(kronosfp, "%d\n", KOffRamp.Length);
fprintf(kronos_fp, "%d\n", (int) KWeaveSeg.Aux_Lane_Capacity_1);
fprintf (kronos_fp, "%d'n",(int) KWeaveSeg.Aux_Lane_Init_Flow);
fprintf(kronosfp, "%Od\n", (int) KOnRamp.Capacity);
fprintf(kronosfp, "%d\n", (int) KOffRamp.Capacity);
fprintf(kronosfp, "/d\n", (int) KOnRamp.Demand);
fprintf(kronosfp, "%d\n", (int) KOffRamp.Demand);
fprintf (kronosp, "%d\ih", KWeaveSeg.Length_Before Weave);
fprintf(kronosfp, "%d\n", KWeaveSeg.LengthOf Weave);
fprintf (kronosfp, "%d\n", (int) KWeaveSeg.Aux_Lane_Capacity_2);
/* metered? */
if (KOnRamp.METERED)
fprintf(kronosfp, "%s\n", "Y");
else
fprintf (kronos_fp, "/as\n", "N");
fprintf(kronos fp, "%d\n", KOnRamp.Meter_Location);
/* capacity restricted? */
if(KOffRamp.RESTRICTEDCAPACITY)
fprintf(kronos_f, "%s\n", "Y");
else
fprintf(kronos_fp, "%s\n", "N");
break;

C-24
 case RHS LANE DROP:
case LHS LANE DROP:
case RHS LANE ADD:
case LHS LANE ADD:
KLADSeg = *(KSegment.LAD_Seg);
fprintf (kronos_fp, "%d\n", KLADSeg.Transition_Start);
fprintf(kronos_fp, "%d\n", KLADSeg.Transition Length);
fprintf(kronos_fp, "/d\n", (int) KLADSeg.Capacity);
break;

default:
break;

} /* switch */

} /* end for ramp information */

/* print global variables related to demand */

/* use downstream demand? */

if (FW_Ptr->USER_SPECIFIED_EXIT_VOLUME)
fprintf(kronos_fp, " \n", "Y");
else
fprintf (kronos_fp, " s\n", "N");

/* use upstream congestion? */

if (FW_Ptr->USE_ENTRY_CONGESTION)
fprintf(kronos_fp, "os\n", "Y");
else
fprintf(kronosfp, "/s\n", "N");

/*use downstream congestion? */

if(FW_Ptr->USE_EXIT_CONGESTION)
fprintf(kronosfp, "/os\n", "Y");
else
fprintf(kronosfp, "%s\n","N");

/*calc fuel/pollution data? */

if (FW_Ptr->CALC_FUEL_AND_POLLUTION)
fprintf(kronosfp, "%s\n", "Y");
else
fprintf(kronos_fp, "O/sn", "N");

/* calc measures of effectiveness? */

if(FW_Ptr->CALC_MOES)
fprintf(kronosfp, "%s\n", "Y");
else
fprintf(kronosfp, "/s\n", "N");
/* output file name */
fprintf(kronosfp, "/s\n", header->file name);

/* simulation date */
fprintf(kronos_fp, "Os\n",header->file_date);

/* save instantaneous density? */

if (FW_Ptr->SAVE_INST_DENSITY)
fprintf(kronosfp, "/s\n", "Y");
else
fprintf(kronosfp, "/s\n", "N");

/* save instantaneous speed? */

if (FW_Ptr->SAVE_INST_SPEED)
fprintf(kronosfp, "%s\n", "Y");
else
fprintf (kronos_fp, "/s\n", "N");
C-25
/* save instantaneous flow rate? */
if (FW_Ptr->SAVE_INST FLOW)
fprintf (kronosfp, "/as\n","Y");
else
fprintf(kronosfp, "%s\n", "N"),

/* save average density? *!

if (FW_Ptr->SAVE_AVGDENSITY)
fprintf (kronosfp, "/oYn", "Y");
else
fprintf (kronosfp, "%•s\n", "N"):

/* save average speed? */

if(FWPtr->SAVE_AVG SPEED)
fprintf(kronosfp, "%s\n", "Y");
else
fprintf (kronos_fp, "o%sn", "N");

/* save average flow rate? */

if (FW_Ptr->SAVE_AVG_FLOW)
fprintf(kronosfp, "%s\n", "Y");
else
fprintf(kronosfp, "%,s\n", "N");

/* plotting period */
fprintf (kronosfp, "od\n", FW_Ptr->Plotting_Period);

/* demand information, one set for each time slice */

for (TuneIndex = 0; Time_Index < Num_Time_Slices; Time_Index++)
{
for (Seg_Index = 0; Seg_Index < Seg Num; Seg_Index++)
{
KSegment = FWPtr->Seg[Seg_Index];

switch (KSegmentType)
{
case PIPELINE:
break;

case RHS SIMPLE ONRAMP:

case LHS SIMPLE ONRAMP:
case RHS 1 LANE ADD ONRAMP:
case LHS I LANE ADD ONRAMP:
case RHS SHARED 2_LANEONLRAMP:
case LHS SHARED 2 LANEONRAMP:
KOnRamp = *(KSegmentOnRamp);
fprintf(kronos_fp, "%d\n", (int) KOnRamp.Entrance_RateAt[Time_Index]);
fprintf(kronosfp, %od\n",(int) KOnRamp.Meter_Rate_At[Time Index]);
break;

case RHS 2 LANE ADD ONRAMP:

case LHS 2 LANEADD ONRAMP:
KOnRamp = *(KSegmentOn_Ramp);
fprintf(kronos_fp, "%d\n", (int) KOnRamp.Entrance_Rate_At[Time Index]);
break;

case RHS_SIMPLE_OFFRAMP:
case LHS SIMPLE OFFRAMP:
case RHS_1 LANE DROP_OFFRAMP:
case LHS_1 LANE DROP OFFRAMP:
case RHS 2 LANE DROP OFFRAMP:
case LHS 2 LANE DROP OFFRAMP:
case RHS SHARED_2 LANE OFFRAMP:
case LHS SHARED_2_LANE OFFRAMP:
C-26
 KOfTRamp = *(KSegment.Off Ramp);
fprintf (kronos_fp, "%d\n", (int) KOffRamp.ExitRate _At[Time Indexi);
/* congested? */
if (KOffRamp.Congested_At[Time_Index])
fprintf(kronos_fp, "~s\n", "Y");
else
fprintf(kronosfp, "/os\n", "N");
fprintf (kronos_fp, "od\n", (int) KOffRamp.Restricted_Capacity_At[Time_Index]);
fprintf(kronos_fp, "%d\n", (int) KOffRamp.Through_Demand_At[Time_Index]);
fprintf(kronosfp, "od\n", (int) KOffRamp.Diversion_Rate_At[Time_Index])
break;

case RHS WEAVE:

case LHS WEAVE:
case USER NEW WEAVING:
KWeaveSeg = *(KSegmentWeavingSeg);
KOnRamp = *(KSegment.On_Ramp);
KOffRamp = *(KSegment.Off Ramp);
fprintf(kronos_fp, "%od\n", (int) KOnRamp.Entrance_Rate_At[Time_Index]);
fprintf(kronos_fp, "od\n", (int) KOffRamp.Exit_Rate_At[TimeIndex]);
fprintf (kronosfp, "%/d\n", (int) KWeaveSeg.Entrance_Percentage_At[Time_Index]);
fprintf(kronosfp, "d\n", (int) KOnRamp.Meter_Rate_At[Time_Index]);
fprintf (kronos_fp, "%d\n", (int) KOffRamp.Restricted_Capacity_At[Time_Index]);
fprintf(kronosfp, "%d\n", (int) KOffRamp.Through_DemandAt[Time_Index]);
fprintf(kronosfp, "%od\n", (int) KOffRamp.Diversion_Rate_At[Time_Index]);
break;

default:
break;

} /* switch */

} /* end for ramp information */

) /* end for time index */

return (0);
}
/*::::::::::::::::::::::::: end TDKPrintFile ::::::::::::::::::::::::::: */

ushort
TDKEndTranslation (TDKHeader * header)
{
/******************************************************************************
* Normal ending of a session. It means that there are no more KRONOS seg-*
* ments to be created, so the KRONOS files can be created. *
*****************************************************************************

*/

char file_name[14];
FILE *kronosfp;
int i;

/* Open KRONOS file and write global variables */

sprintf(file_name, "%s.kr8", header->file_name);
printf ("Opening KRONOS file %s.\n", filename);
if((kronosfp = fopen (file_name, "w")) -- NULL)
{
printf ("Error opening KRONOS file\n");
return (-1);
}
TDKPrintFile (header, kronos_fp);

C-27
 /* Close KRONOS file */
printf ("Closing KRONOS file %s.\n", file name);
fclose (kronosfp);

/*
printf("Printing KRONOS segments...\n");
for(i=0;i<Seg_Num;i++) {
printf("Segment %d is type %d\n",i+l,FW_Ptr->Seg[i].Type);
if(strcmp(FW Ptr->Segj[i.Name,""))
printf" Name = %s\n",FW_Ptr->Segfi].Name);
printf(" NumLanes = %od\n",FW_Ptr->Seg[i].Num_Lanes);
printf(" Capacity =-%f\n",FW_Ptr->Seg[i].Capacity);

printtf" Length = %/od\n",FW_Ptr->Seg[i].Length);

printf(" Init_Flow = %f\n",FW_Ptr->Seg[i].Init_Flow);
printf(" INCIDENT = %od\n",FW_Ptr->Seg[i].INCIDENT);
printf(" INIT CONG = od\n",FWPtr->Seg[i].INITIALLY_CONGESTED);
}
for(i=0;i<On_Num;i++) {
printf("On Ramp %odfor %s\n",i+l,FWPtr->On_R[i].Seg->Name);
printf(" Capacity = /f/\n",FW_Ptr->On_R[i].Capacity);
printf(" Length = /d\n",FW_Ptr->On_R[i].Length);
printf(" Demand = %o\n",FWPtr->OnR[il.Demand);
printf(" Meter_Loc = %od\n",FW_Ptr->On_R[i].MeterLocation);
printf(" METERED = %d\n",FW_Ptr->On_R[i].METERED);
}
for(i--;i<OffNum;i++) {
printf("Off Ramp %/dfor /%s\n",i+1,FW_Ptr->On_R[i].Seg->Name);
printf(" Capacity = %/\n",FWPtr->Off_R[il.Capacity);
printf(" Length - %d\n",FW_Ptr->OffR[i].Length);
printf(" Demand = O f/\n",FW_Ptr->Off_R[i].Demand);
printf(" CONNECTED = %/ad\n",FW_Ptr->OffR[i].CONNECTED);
printf(" RES CAP = /d\n",FW_Ptr->OffR[i].RESTRICTED_CAPACTY);
}
for(i=0;i<Weave_Num;i++) {
printf("Weave %d for %s\n",i+l,FW_Ptr->OnR[i].Seg->Name);
printf(" Aux Cap 1 = %O/f\n",FW_Ptr->Weave(i].AuxLaneCapacity_ 1);
printf(" Aux Cap 2 = %/f\n",FW_Ptr->Weave[i].Aux_LaneCapacity_2);
printf(" Aux Demand = %f\n",FWPtr->Weave[i].Aux_LanelnitFlow);
printf(" Weave length = %d\n",FW_Ptr->Weave[i].Length_OfWeave);
printf("Length before = %/od\",FW_Ptr->Weave[i].Length_Before_Weave);
}
for(i=0;i<LadNum;i++) {
print("LAD %/dfor %s\n",i+l,FW_Ptr->On_R[i].Seg->Name);
printf(" Capacity = /%f\n",FW_Ptr->OffR[i].Capacity);
printf(" Tran Start = /od\n",FW_Ptr->Off R[ij.Length);
printf("Tran Length = %od\n",FW_Ptr->Off_R[i].Demand);
}
*/
/* Free allocated memory */
cfree ((char *) FWPtr->On_R);
cfree ((char *) FWPtr->Off_R);
cfree ((char *) FWPtr->Weave);
cfree ((char *) FW_Ptr->LAD);
cfree ((char *) FWPtr->Seg);

return (0);
}
/* ::::::::::::::::::::::::: end TDKEndTranslation ::::::::::::::::::::::::::: */

void
TDKCommunicateError (ushort error)
{
/*******************************************************************************
* Communicates that an error has ocurred during the translation session, *
* this error has not been generated by any of the functions contained in this*
C-28
* file, but by a higher-level function. *
* The duty of this function is to abort the translation session, cleaning *
* any dynamically allocated data structures. *
***8*****8***8*******8*88**** ************ ***** «*** ***** ****8*******88****
*/

return;
}
/*::::::::::::::::::::::: end TDKCommunicateError ::::::::::::::::::::::::::: */

MAIN.C
/* main.c - The KRONOS translator program */

#include <stdio.h>
#include <string.h>

#include "TDFun.h"
#include "kronos.h"

/* non-TDFunction */
void TDAGetNetworkName (int, char *[], char *, ushort *, char[i[21]);

int
main (int argc, char *argvU)
{
* Main function. Tests the TDFunctions. *
* Call format: S tedi network name view I .. viewn *

*/
int Kargc;
char *malloc ,*Kargv[2, *temp_ptr,

ushort nbf, nbfiles, nbv, nbn, nbnets, nbviews, nbviewpath_names, error.

nbvehmods, nbe, nbt, i, nbturnings, nbdetectors, nbpoints, nbp, nbentrances,
nbexits, *entrances, *exits, idsections[40], nbnodes, *pidnodes, idnode_added,
nbl, idnodeinvolved, nbsegments, nbstages, nbs, nbr, nbm, nb, nbd,
nbdet, nbde, idlane, nblanesacum, nblanes_tuning, nbturnings2, nbmessasigns,
nbcontrols, nbc, nblaterals, nbcentroids, nbcenconnections, nbobjects,
nbfiles2, nbf2, flags, nbidsections, idsectionorigin, idsectiondest,
nbidsections_intermediate, idsections_intermediate[100], nbidsections_path,
*idsections_path;
int nbcol;
Bool first_time, nodecreated;
float prob, length, width, factor, acumflow, fl,f3, f6, f8, f;
double inc;
char last_modifieddate[10], network_name[21], view_names[10][21], **view_names_ret,
viewpathnames[10][21], idgen[21], car,
TDHandle handle;
TDName *pTDnames;
TDFile *TDfiles, *TDfile;
TDPoint *polygon, pl, p2, pint, center, *points, po[10], rectangle[4];
TDLineCoef line;
TDSegment *segments, TDsegment;
TDText *pTDtext;
TDNetwork TDnetwork, *pTDnetwork;
TDNetDim *pTDnetdim;
TDView *pTDview;
TDControl *controls;
TDVehMod *pTDvehmods, *pTDvehmod. TDvehmod;
char name[21];
ushort nbresults;
TDResult *results;

C-29
TDResultHeader *pTDheader, TDheader.
TDResultRcport report;
ushort nbnetstates;
TDNetState *pTDnetstates:
TDSection section, TDsection;
TDLateral TDlateral, *pTDlateral, *pTDlaterals;
TDDetector *pTDdetectors, *pTDdetector, TDdetector,
TDMetering *pTDmetering, TDmetering;
TDMessaSign *pTDmessasigns, *pTDmessasign, TDmessasign;
TDTuming *pTDtuming, *pTDtumings, TDtuming;
TDStage *pTDstage, *pTDstages;
TDIdTuming *right, *prio, *pTDidtumings:
TDNode node, TDnode;
TDController TDcontroller, controller,
TDStateReport reportst;
TDStateSection *sectionst;
TDStateEntrance *entrancest;
TDStateVehMod *vehmodst;
TDStateTurning *tumingst;
ushort nbvehclasses;
TDVehClass *pTDvehclasses, TDvehclass;
TDControlReport controlreport;
TDControlMessaSign *pTDcmessasigns, *pTDcmessasign, TDcmessasign;
TDBackground background, *backgrounds:
TDCentroid TDcentroid, *pTDcentroid, *pTDcentroids;
TDCenConnection TDcenconnection, *pTDcenconnection, *pTDcenconnections;
TDObjectToCentroid *pTDocts;
TDIdObject TDidobjects[10];
TDODMatrix *pTDodmatri;
TDODTime TDodtime;
TDKHeader kheader,
FILE *ftemp, *ftemp2;

/* initializes the names of the network and views to consider */

TDAGetNetworkName (argc, argv, network_name, &nbviews, viewnames);

/* reads all the file names in the "nets" directory, to determine

the last modified date of the network being considered */
if(error = TDReadDirectoryContents (NULL, &nbfiles, &TDfiles))
goto LERROR;

/* search for file specified by the user to get the date */

strcpy (last_modifieddate, "");
for (nbf = 0, TDfile = TDfiles; nbf< nbfiles; nbf++, TDfile++)
{
/* printf("File Name: %s, type: /d, date: %s\n",
TDfile->name, TDfile->type, TDfile->last_modified_date); */
if(!strcmp (network_name, TDfile->name))
{
/* then you've found it */
strcpy (lastmodified_date, TDfile->last_modified_date);
break;

} / end for files*/

/* error message should go here if the network name was not found */
/*

/* prints the name of the network, date, and view to open */

printf ("Network = %s\n", network_name);
printf ("Last modified date = %s\n", last_modified_date);

for (nbv = 0; nbv < nbviews; nbv++)

{
if (nbv == 0)
C-30
 printf(" View = ");
}
printf ("%s", viewnames[nbvj);
if(nbv < (ushort) (nbviews - 1))
{
printf(", ");
}

/* open the network, in ASCII file format */

if (error = TDOpenNetwork (networkname, 2))
goto LERROR;
/*
TDAListSections; .
TDAListNodes();
*/

if (nbviews > 0)
{
/* restrict the view, meaning restrict the network
to the sub-network specified */
/* apparently, it picks the last view for restriction */
if ((error = TDRestrictView (nbviews - 1, view_names,
view_names[nbviews - 11)) != 0)
goto LERROR;
TDPrintView ();
}
/* here the testing code */

strcpy (kheader.file_name, network_name);

strcpy (kheader.file_date, "1/30/1996");
/* In future, change this to be dynamic, using the lastmodified_date

*/
strcpy (kheader.network name, network name);
strcpy (kheader.resultsname, "default");
/* In future, this should also by dynamic, user-specified

/* sections along the route */

/* forI494 */
idsection_origin = 42;
idsection dest = 116;
nbidsections_intermediate = 9;
idsections intermediate[0] = 75;
idsectionsintennediate[1] = 76;
idsections intermediate[2] = 79;
idsectionsintermediate[3] = 83;
idsectionsintermediate[4] = 90;
idsectionsintermediate[5] = 94;
idsectionsintermediate[6] = 101;
idsectionsintennediate[7] = 105;
idsectionsintermediate[8]= 111;

/* using the origin, destination, and intermediate sections,

searches for a path connecting the origin and destination.
using a "closest angle" approach */
if (error = TDFindRoutePath (idsection_origin, idsection_dest,
nbidsections_intermediate, idsections_intermediate,
&nbidsectionspath, &idsections_path))
goto LERROR;
printf ("Path thorugh network successfully found.\n");
C-31
/* the number of the sections along the path */
kheader.nbidsections = nbidsections_path;
/* allocate memory for the array of section ids */
if (kheader.nbidsections > 0)
{
if ((kheader.idsections = (ushort *)
TDIcalloc ((sizet) kheader.nbidsections,
sizeof (ushort))) == NULL)
{
error = MemAlloc;
goto LERROR;
}

for (nbs = 0; nbs < kheader.nbidsections; nbs++)

kheader.idsections[nbs] = idsections_path[nbs];
}
/* open the desired results container */
if (error = TDOpenResult (0, NULL,
kheader.results_name, &handle, &report))
goto LERROR;

/* read the vehicle modalities, and use it to assign percentages */

if (error = TDReadVehMods (handle, &nbvehmods, &pTDvehmods))
goto LERROR;
kheader.nbvehmods = nbvehmods;

/* read the network state (time slice data) names and time offsets
that exist for the results container specified */
if (error = TDReadNetStates (&nbfiles, &pTDnetstates))
goto LERROR;
kheader.nbnetstates = nbfiles;
printf ("Number of time slices = %d.\n", kheader.nbnetstates);
if (nbfiles > 0)
{
/*allocate memory for the network state names */
if((kheader.netstates = (TDName *) TDIcalloc ((sizet) nbfiles,
sizeof (TDName))) == NULL)
{
error = MemAlloc;
goto LERROR;
)
}
/* fill array of network state names */
for (nbf = 0; nbf < nbfiles; nbf++)
{
strcpy (kheader.netstates[nbf], pTDnetstates[nbfj.name);
)
kheader.timeoffset = (int) ((pTDnetstates[l].time_offset
- pTDnetstates[0].time_offset) / 60.0);
printf ("Time slice duration = %/dminutes.n", kheader.time_offset);

if (error = TDCloseResult (0))

goto LERROR;

if (error = TDTranslateToKRONOS (&kheader))

goto LERROR;

/*close the network when finished */

if (error = TDCloseNetwork (0))
goto LERROR;

C-32
#ifdef UNIX
exit (0);
#else
return (0);
#endif

/* prints the error message */

LERROR:
TDTextMessage (error);
printf ("ERROR- %s\n", TDMessage);

#ifdefUNIX
exit (1);
#else
return (1);
#endif
}
/*:::::::::::::::::::::: end of the m ain function ::::::::::::::::::::::::::: */

MAKEFILE.C

# Makefile for the TDFunctions with the added KRONOS translation TDKFunctions

#
# Options : all, tedi, library
#

# significant suffixes
.SUFFIXES : .o .h.c

EXEHOME=.Jnets

# compiler macro
#CC = gcc -g -I/usr/lang/SC2.0. /include/cc_411

CC = cc -g -woff3262
#CC = ace -Xa -g -fnonstd
#CC = /usr/lang/SCl.O/ace-Xa -g -fnonstd

#CC = gcc -g
# library archive macro
AR = ar rcv libtd.a

# libraries needed
LIBS = -lm

# H files included in all C files

HFILES = itypes.h ifuncti.h iglobal.h imacros.h TDIFun.h \
TDSwitch.h TDTypes.h TDFuncti.h TDErrors.h TDGlobal.h TDFun.h \
kronos.h

# C files in the project

CFILES = main.c inames.c imem.c istrio.c imessage.c \
iview.c view.c vehmodli.c polyseg.c \
iobject.c iblock.c itext.c ivehc.c igmessa.c isection.c \
inode.c icontll.c icentroi.c icross.c \
network.c net.c block.c text.c vehc.c gmessa.c section.c \
lateral.c selper.c detector.c meter.c vms.c \
node.c junctu.c juncti.c turning.c stage.c \
backgrou.c contll.c condev.c centroi.c cencon.c \
control.c cjuncti.c route.c cmeter.c cvms.c icontrol.c \
C-33
 result.c iresultc vehmod.c state.c istate.c \
ssection.c odmatri.c iodmatri.c odsta.c \
geo.c gretwork.c gblock.c gtext.c gvehc.c \
ggmessa.c gsection.c gnode.c gcontll.c gcentroi.c \
anetwork.c ablock.c atextc avehc.c \
agmessa.c asection.c anode.c acontll.c acentroi.c \
translat.c kronos.c ikronos.c kinit.c

OBJFILES = S(CFILES:.c=.o)

# if a .h file has changed then compile all

S(EXEHOME)/tdtest:: S(HFILES)
S(CC) -c S(CFILES)

# tedi depends on all the object files

S(EXEHOME)/tdtest:: $(OBJFILES)
S(CC) -o @ $(OBJFILES) (LIBS)

# rule to obtain the .o from the .c

.c.o:
$(CC) -c S<

all:
touch $(HFILES) $(CFILES)
@make
library: $(OBJFILES)
$(AR) $(OBJFILES)
# a'ranlib libtd.a' command is necessary thereafter

TRANSLAT.C
/* translatc - fimctions for translating GETRAM sections into KRONOS segments */

#include <limits.h>
#include <string.h> /* memset0 */

#include "TDFun.h"
#include "TDIFun.h"

/* this is the main file for results */

#define KRONOS MAIN
#include "kronos.h"

ushort
TDTranslateToKRONOS (TDKHeader * header)
{
/****************************************************************************
* Given a header with the file name, control plan to use and network *
* states, translates it to KRONOS format. *
* Errors: *
* KRONOSFirstSectionUnk - couldn't find the first section required by*
* KRONOS. *
******************************************************************************
*/
ushort error, type, idsection, nbtumings, nbt, nbs, nbsections, idsectionjprev,
idsection_next;
Bool end_vsegments;
TDHandle handle;
TDResultReport report;

C-34
TDKSegment segment;
TDSection TDsection, TDsectionnext;
TDTurning *TDtunings, *TDtuming;
TDStateSection *ssections;

if (header == NULL)
return (ParamError);

/* open the desired results container */

if (error = TDOpenResult (0, NULL, header->results_name, &handle, &report))
return (error);

/* get time-sliced sections state */

if (error = TDReadStateSectionsTimeSliced (header->nbnetstates,
header->netstates, &nbsections, &ssections))
return (error);

/* we can already close the results container */

if (error = TDCloseResult (0))
return (error);

/* to ease debugging, clear the vsegments array */

TDKVClearVSegments ((ushort) TDKMAXVSEGMENTS, vsegments);

/* in the vsegments[], allocate enough space for the netstates

* entrance flows ineach vsegment
*/
if (error = TDKVAllocateFlows ((ushort) TDKMAXVSEGMENTS, vsegments,
header->nbnetstates))
return (error);
/* to ease debugging */
nbnetstates = header->nbnetstates;

/* prepare TDKSegment structure */

if (error = TDKIPrepareSegment (header, &segment))
return (error);

/* just at the beginning ---

if (error = TDKBeginTranslation (header))
goto LERROR_KRONOS;

/* loop along the route, creating the intermediate vsegments[] array */

nbvsegments = 0;
idsection_prev = 0;
for (nbs = 0; nbs < header->nbidsections; nbs-+)
{
idsection = header->idsections[nbs];
endvsegments = (nbs = (header->nbidsections - 1));
if (end_vsegments)
{
idsection next = 0:
}
else
{
idsection_next = header->idsections[nbs + 1];
)
/* decompose this section in vsegments, adding them to the end
* of the vsegments[] array
,/
if (error = TDKVDecomposeSection (idsection, header,
idsectionprev, idsection_next,
nbsections, ssections,
C-35
 (ushort) TDKMAXVSEGMENTS. &nbvsegments, vsegments))
goto LERROR;

/* tries to find a KRONOS segment from the beginning. When found. code -- */

/* calls to the KRONOS-specific functions and deletes these vsegments.

* shifting the contents of the vsegments[] array
*/
if (error = TDKVTreatmentForKRONOS (header, &segment,
(ushort) TDKMAXVSEGMENTS.
&nbvsegments, vsegments. end_vsegments))
goto LERROR:

idsection_prev = idsection;
}
if (nbvsegments > 0)
{
/* reached the end but some sections could not be translated */
/* print vsegments to screen */
TDKVPrintVSegments ();

error = KRONOSSectionTransNot;
goto LERROR;
}
/* at the end */
if (error = TDKEndTranslation (header))
goto LERROR_KRONOS;

TDKIDeallocateSegment (&segment);

return (0);

/* errors */
LERROR KRONOS:
return (error);
LERROR:
/* notify to the KRONOS translator that there has been an error, so
* that it should interrupt the current translation session
*/
TDKCommunicateError (error);
return (error);
}
/*::::::::::::::::::::::: end TDTranslateToKRONOS ::::::::::::::::::::::::::: */

ushort
TDKVTreatmentForKRONOS (TDKHeader * header, TDKSegment * segment,
ushort maxvsegments, ushort * nbvsegments,
TDKVSegment * vsegments, Bool end_vsegments)
{
/******************************************************** * *********************
* Examines the array vsegments[] from the start, trying to find a KRONOS *
* segment. When found, calls to the KRONOS-specific functions and deletes *
* these vsegments, shifting the contents of the vsegments[ array. *
* The structure segment has just been correctly allocated, nothing more. *

./
ushort error, nbvsegments_affected, idv, idvsegment cannotdecide, nbvseg;
Bool cannot_decide_yet, evaluate_only, end_vsegments_int;

if(*nbvsegments = 0)
C-36
 return (0);

while (TRUE)
{
nbvsegments_affected = 0;
idvsegment_cannotdecide = *nbvsegments; /* just beyond the end */
cannot_decide_yet = FALSE;
end_vsegmentsint = end vsegments;
/* look for each possible KRONOS segment: begin by the most compli-
* cated cases: the ones that involve more vsegments. This is a
* must, otherwise they would always be considered as simpler
* segments.
*/
/*
if (nbvsegmentsaffected == 0 && ! cannot_decide_vet) {
if (error = TDKVTreatmentK16(header, segment
*nbvsegments, vsegments, end_vsegments,
&nbvsegments_affected, &cannot_decide_yet))
return(error);
}
*/
if (nbvsegments_affected == 0 && !cannot_decide_vet)
{
for (idv = 0; idv < idvsegment_cannotdecide; idv++)
{
/* examines 3 or less segments */
if((int) (idvsegmentcannotdecide - idv) < 3)
{
nbvseg = (idvsegment_cannotdecide - idv);
}
else
{
nbvseg = 3;
}
evaluate_only = TRUE;
if (error = TDKVTreatment3V (header, segment, evaluate_only,
nbvseg, vsegments + idv, end vsegments_int,
&nbvsegments_affected, &cannot_decide_yet))
return (error);
if (nbvsegments_affected > 0 1Icannot_decide_yet)
{
/* has found a 3V segment here! */
if (idv - 0 && !cannot_decideet)
{
evaluate_only = FALSE;
if(error = TDKVTreatment3V (header, segment, evaluate_only,
nbvseg, vsegments + idv, end_vsegments_int,
&nbvsegments_affected, &cannot_decideyet))
return (error);
}
else
{
/* it is not at the beginning of vsegments */
if (nbvsegments affected > 0)

/* bit it has really found a KRONOS segment at that

* point. The others should not think that there
* might be something else further

end_vsegmentsint = TRUE;
}
idvsegment_cannotdecide = idv;
nbvsegments_affected = 0;
cannot_decide_yet = FALSE;

C-37
 break:

if (nbvsegmentsaffected == 0 && !cannot_decidevet)

{
for (idv = 0; idv < idvsegment_cannotdecide; idv++)
{
/* examines 2 or less segments */
if((int) (idvsegment_cannotdecide - idv) < 2)
{
nbvseg = (idvsegment_cannotdecide - idv);

else

nbvseg = 2;
}
evaluate_only = TRUE;
if (error = TDKVTreatment2V_l (header, segment, evaluate_only,
nbvseg, vsegments + idv, end_vsegmentsint,
&nbvsegments_affected, &cannot_decide_yet))
return (error);
if (nbvsegments_affected > 0 • cannot_decide_yet)
{
/* has found a 2V segment here! */
if (idv = 0 && !cannotdecide_yet)
{
evaluateonly = FALSE;
if (error = TDKVTreatment2V_l (header, segment, evaluate_only,
nbvseg, vsegments + idv, end_vsegments_int,
&nbvsegments_affected, &cannot_decide_yet))
return (error);
}
else
{
/* it is not at the beginning of vsegments */
if (nbvsegmentsaffected > 0)
{
/* bit it has really found a KRONOS segment at that
* point The others should not think that there
* might be something else further
,/
end_vsegmentsint = TRUE;
}
idvsegment_cannotdecide = idv;
nbvsegments affected = 0;
cannot_decide vet = FALSE:
}
break;
}
}

if (nbvsegmentsaffected == 0 && !cannot_decide_vet)

{
for (idv = 0: idv < idvsegmentcannotdecide; idv++)
{
/* examines 2 or less segments */
if ((int) (idvsegment_cannotdecide - idv) < 2)
{
nbvseg = (idvsegment cannotdecide - idv);
}
else
{
nbvseg = 2;
C-38
 evaluate_only = TRUE;
if (error = TDKVTre tment2V_2 (header, segment, evaluate_only,
nbvseg, vsegments + idv, end_vsegments_int,
&nbvsegments_affected. &cannot_decide vet))
return (error);
if (nbvsegmentsaffe-.ted > 0 |I cannotdecidevyet)
{
/* has found a 2V segment here! */
if (idv == 0 && !cannot_decide_yet)
{
evaluate_only = FALSE;
if (error = TDKVTreatment2V_2 (header, segment, evaluate_only,
nbvseg, vsegments + idv, end_vsegments_int,
&nbvsegments_affected, &cannot_decide_yet))
return (error);
}
else
{
/* it is not at the beginning of vsegments */
if (nbvsegmentsaffected > 0)
{
/* bit it has really found a KRONOS segment at that
* point The others should not think that there
* might be something else further
*/
end_vsegments_int = TRUE;
}
idvsegmentcannotdecide = idv;
nbvsegments_affected = 0;
cannot_decide_yet = FALSE;
}
break;
}
}
)
if (nbvsegments_affected = 0 && !cannotdecide_yet)
{
for (idv = 0; idv < idvsegment_cannotdecide; idv++)
{
/* examines 1 or less segments */
if((int) (idvsegmentcannotdecide - idv) < 1)
{
nbvseg = (idvsegment_cannotdecide - idv);
}
else
{
nbvseg = 1;
}
evaluate_only = TRUE;
if (error = TDKVTreatmentlV (header, segment, evaluate_only,
nbvseg, vsegments + idv, endvsegments_int,
&nbvsegments_affected, &cannot_decide_yet))
return (error);
if (nbvsegmentsaffected > 0 11cannot_decide_yet)
{
/* has found a 1V segment here! */
if (idv = 0 && !cannot_decide_yet)
{
evaluate_only = FALSE;
if (error = TDKVTreatmentlV (header, segment, evaluate_only,
nbvseg, vsegments + idv, end_vsegments_int,
&nbvsegments_affected, &cannot_decide_yet))
return (error);
}
C-39
 else

/* it isnot at the beginning of vsegments */

if (nbvsegments_affected > 0)

/* bit it has really found a KRONOS segment at that

* point. The others should not think that there
* might be something else further
*/
end_vsegments_int = TRUE:
}
idvsegmentcannotdecide = idv;
nbvsegmentsaffected = 0;
cannot_decide_yet = FALSE;
} .
break;
}
}

if((!cannot_decideyet) && nbvsegments_affected == 0 &&

idvsegmentcannotdecide > 0)
{
/* reached the end but some sections could not be translated */
error = KRONOSSectionTransNot;
return (error);
}
/* shifts the vsegments array to the left */
if (error = TDKVShiftLeftVSegments (maxvsegments, nbvsegments,
vsegments, nbvsegmentsaffected))
return (error);
if (*nbvsegments - 0 II cannot_decide_yet II
idvsegment_cannotdecide = 0)
break;
}
return (0);
}
/*:::::::::::::::: :::: end TDKVTreatmentForKRONOS ::::::::::::::::::::::::: */

ushort
TDKVDecomposeSection (ushort idsection, TDKHeader * header,
ushort idsection_prev, ushort idsectionnext,
ushort nbsections, TDStateSection * ssections,
ushort maxvsegments, ushort * nbvsegments, TDKVSegment * vsegments)
{
/* ***************************************************************** *********

* Given a section, decomposes it in I to maximum 3 vsegments. It adds *

*these segments to the end of the array vsegmentsl]. *
* Divides the section in a vsegment corresponding to the entrance lateral, a *
* 'main vsegment' between the entrance and exit laterals, and another *
* vsegment corresponding to the exit lateral. *

* Errors: *
* KRONOSSectionTransNot: Cannot translate a certain section *
* KRONOSTrans2L: Cannot translate this section. There are two late- *
* rals at the same section entrance or exit *
* KRONOSVSegmentsInsuf: Reached the limit of internal virtual *
* segments. *
* KRONOSJunction: Cannot translate this section. There is a junction *
* at its entrance or exit. *

C-40
* KRONOS2tPlus: Cannot translate this section. There is more than one *
* entrance or exit. *
* KRONOS2lanesPlus: Cannot translate this section. An entrance or exit*
* section has more than 2 lanes. *
******************************************************************************
*/
ushort nbl, nblaterals, lentrancetype, lexit_type, nbsegs, nbs, nbturnings,
nbt, node_origin_entranceidsection, node_dest_exitidsection, node_origin entrance type,
node_dest exittype, nodeorigin entrance nblanes, nodedest_exit_nblanes,
nbnetstates, nbvehmods, error,
Bool main_exist, lentrance_exist, lexitexist. node_origin_exist, node_destexist
node_origin entranceexist, node dest exit exist:
float section_length, section_width, main_length, lentrance_length. lexit_length.
distbegin, dist_end;
TDSection TDsection, TDsection entrance, TDsectionexit;
TDLateral *TDlaterals, *TDlateral;
TDTuming *TDturnings, *TDturning;
TDKVSegment *vsegment;

nbnetstates = header->nbnetstates;
nbvehmods = header->nbvehmods;

if (error = TDReadSection (idsection, &TDsection))

return (error);

/* find section length */

if (error = TDGetSectionDim (TDsection.trapezoid, &section_length,
&section width))
return (error);
if (error = TDReadSectionLaterals (idsection, &nblaterals,
&TDlaterals))
return (error);
/* initialize to empty */
mainexist = lentranceexist = lexit exist = FALSE;
lentrance_type = lexit type = 0;
main_length = lentrance_length = lexitlength = 0;
nbsegs = 0;

/* suppose that there are no laterals, just main segment */

mainexist = TRUE;
main_length = sectionlength;
nbsegs = 1;

/* set laterals type and length */

for (nbl = 0; nbl < nblaterals; nbl++)
{
TDlateral = &(TDlaterals[nbl]);

if(TDlateral->type = 1 | TDlateral->type = 2)
{
/* entrance lateral */
/* check for 2 laterals at the same entrance or exit */
if (lentranceexist)
return (KRONOSTrans2L);

lentrance exist = TRUE;

lentrance_type = TDlateral->type:
lentrance_length = TDlateral->length;
main_length -= lentrance_length;
nbsegs += 1;

else
{
/* exit lateral */
/* check for 2 laterals at the same entrance or exit */
C-41
 if (lexit exist)
return (KRONOSTrans2L);

lexit exist = TRUE;

lexit type = TDlateral->type;
lexitlength = TDlateral->length;
mainlength -= lexit_length;
nbsegs += 1;
}

/* look if the main segment has to be suppresed due to its short

* length
*/
if (main_length < 30 &&(lentrance_exist IIlexit_exist))
{
/* here special care has to be taken, because it may be possible
* that the entrance and exit laterals, although at different
* sides of the section, superimpose over the section.
* In that case, main_length can be very < 0
*/
/* suppress it */
if (lentrance_exist)
{
/* if possible, add it to the entrance lateral */
lentrancelength +=main_length;
/* special care */
if (lentrance_length < 15)
{
lentrance_length = 15;
}

}
else
{
lexit_length += main_length;
/* special care */
if(lexit_length < 15)
{
lexit length = 15;
}
}
main exist = FALSE;
main_length = 0;
nbsegs -= 1;
}

/* check that there is enough space in the array */

if((int) (*nbvsegments + nbsegs) > (int) maxvsegments)
{
return (KRONOSVSegmentsInsuf);
}

/* look for the characteristics of the origin node */

if(idsection_prev != 0)
{
node_origin_exist = (TDsection.idnode_origin != 0);
}
else
{
node_origin_exist = FALSE;
}
node_origin_entrance_exist = FALSE;
node_origin_entrance_idsection = 0;
node_origin_entrance_type = 0;
node_origin_entrance_nblanes = 0;
C-42
if (node_origin_exist)
{
/* make sure that it is a juncture! */
if (!TDsection.juncture_origin)
return (KRONOSJunction);

/* look if there is an entrance */

if (error = TDReadPrevTurnings (idsection, &nbturnings,
&TDturnings))
return (error);
/* KRONOS cannot accept more than an entrance section */
if(nbturnings > 2)
return (KRONOS2tPlus);

/* search for the one that is diferent from idsection_prev */

for (nbt = 0; nbt < nbturnings; nbt++)
{
TDtuming = TDtumings + nbt;

if (TDtuming->idsection_origin != idsection_prev)
{
/* got it! */
if (error = TDReadSection (TDtuning->idsection_origin,
&TDsection_entrance))
return (error);
node_origin_entrance_exist = TRUE;
node_origin_entrance_idsection = TDturing->idsection_origin;
if (nbt = 0)
{
nodeorigin_entrancetype = 1;
}
else
{
nodeorigin entrance_type = 2;

node_origin_entrance_nblanes = TDsection_entrance.nblanes;
if (node_origin_entrance_nblanes > 2)
{
return (KRONOS21anesPlus);
}
}
}
}
/* look for the characteristics of the dest node */
if(idsection_next != 0)
{
node_dest_exist = (TDsection.idnode_dest != 0);

else
{
nodedestexist = FALSE;
}
node_destexitexist = FALSE;
node_dest_exit_idsection = 0;
node_destexit_type = 0;
node_dest_exit_nblanes = 0;
if (node_dest_exist)
{
/* make sure that it is a juncture! */
if(!TDsection.juncture_dest)
return (KRONOSJunction);

/* look if there is an entrance */

if (error = TDReadTurnings (idsection, &nbturnings,
&TDtuminmgs))
C-43
 return (error);
/* KRONOS cannot accept more than an exit section */
if (nbturnings > 2)
return (KRONOS2tPlus);

/* search for the one that is different from idsection next */

for (nbt = 0; nbt < nbtumings: nbt++)

TDturning = TDtumings + nbt;

if (TDturning->idsection_dest != idsection_next)
{
/* got it! */
if (error = TDReadSection (TDturning->idsection_dest,
&TDsection_exit))
return (error);
nodedestexit exist = TRUE;
node_dest_exit idsection = TDturning->idsection_dest;
if (nbt = 0)
{
node_dest_exit type = 1;
}
else
{
node_dest_exittype = 2:
}
node destexit nblanes = TDsection exit.nblanes;
if (nodedest_exitnblanes > 2)
(
return (KRONOS21anesPlus);
}
}
}
}

/* put these vsegments in the array */

nbs = 0;
distbegin = 0;
/* lateral-entrance vsegment */
if (lentranceexist)
{
vsegment = vsegments + *nbvsegments + nbs;
nbs += 1;
vsegment->idsection = idsection;
vsegment->length = lentrance_length;

vsegment->distbegin = distbegin;
vsegment->dist_end = vsegment->dist_begin + vsegment->length;
dist_begin = vsegment->dist_end;

vsegment->nblanes = TDsection.nblanes;
TDKVTransferFlows (vsegment->idsection,
nbnetstates, nbvehmods, nbsections, ssections,
vsegment->flows);

vsegment->lateral_type = lentrance_type;

vsegment->node_origin_exist = node_origin_exist;
vsegment->node_origin_entrance_exist = nodeorigin_entrance_exist;
vsegment->nodeorigin_entrance_idsection =
node origin_entrance_idsection;
vsegment->node _origin_entrancetype =
node_origin_entrance_type;
vsegment->node_origin_entrance_nblanes =
node_originentrance_nblanes;
C-44
 if (vsegment->node_origin_entranceidsection != 0)
{
TDKVTransferFlows (vsegment->node_origin_entranceidsection,
nbnetstates, nbvehmods, nbsections, ssections,
vsegment->nodeorigin_entranceflows);
}
if ((!mainexist) && (!lexitexist))
{
vsegment->node_dest_exist = node_dest_exist;
vsegment->node_dest exit_exist = node_dest_exit_exist;
vsegment->node_dest_exitidsection =
nodedest_exit_idsection;
vsegment->node_dest_exit_type =
node_dest_exittype;
vsegment->node_dest_exitnblanes =
nodedest_exit_nblanes;
if (vsegment->node_dest._exitidsection != 0)
{
TDKVTransferFlows (vsegment->nodedest_exitidsection,
nbnetstates, nbvehmods, nbsections, ssections,
vsegment->node_dest_exit_flows);
}
}
}
/* main vsegment */
if (mainexist)
{
vsegment = vsegments + *nbvsegments + nbs;
nbs += 1;
vsegment->idsection = idsection;
vsegment->length = main length;

vsegment->distbegin = distbegin;
vsegment->dist_end = vsegment->dist_begin + vsegment->length;
dist_begin = vsegment->dist_end;

vsegment->nblanes = TDsection.nblanes;
TDKVTransferFlows (vsegment->idsection,
nbnetstates, nbvehmods, nbsections, ssections,
vsegment->flows);

vsegment->lateraltype = 0;

if (!lentrance_exist)
{
vsegment->nodeoriginexist = nodeorigin_exist;
vsegment->nodeoriginentrance_exist = nodeorigin_entrance_exist;
vsegment->node_originentrance_idsection =
nodeorigin_entrance_idsection;
vsegment->node_origin_entrance_type =
node_origin_entrancetype;
vsegment->nodeorigin_entrance_nblanes =
node_origin_entrance_nblanes;
if(vsegment->node_origin_entrance_idsection != 0)
{
TDKVTransferFlows (vsegment->node_origin_entrance_idsection,
nbnetstates, nbvehmods, nbsections, ssections,
vsegment->node_origin_entrance_flows);
}
}
if(!lexit_exist)
{
vsegment->node_dest_exist = node_dest_exist;
vsegment->node_dest_exit_exist = node_dest_exit_exist;
C-45
 vsegment->node_destexit_idsection =
node_destexit idsection;
vsegment->node destexit_type
node_dest_exit_type;
vsegment->node_dest_exit_nblanes
nodedest exit nblanes:
if (vsegment->node_dest_exit_idsection != 0)
{
TDKVTransferFlows (vsegment->node_dest_exit_idsection,
nbnetstates, nbvehmods, nbsections, ssections,
vsegment->node_dest_exit_flows);
}

/* lateral-exit vsegment */
if (lexitexist)
{
vsegment = vsegments + *nbvsegments + nbs;
nbs += 1;
vsegment->idsection = idsection;
vsegment->length = lexit_length;

vsegment->dist begin = dist_begin;

vsegment->dist_end = vsegment->dist_begin + vsegment->length;
dist_begin = vsegment->dist_end;

vsegment->nblanes = TDsection.nblanes;
TDKVTransferFlows (vsegment->idsection,
nbnetstates, nbvehmods, nbsections, ssections,
vsegment->flows);

vsegment->lateral_type = lexit_type;

if ((!main_exist) &&(!lentrance_exist))
{
vsegment->node_origin_exist = node_origin_exist;
vsegment->nodeorigin_entrance_exist = node_origin_entrance_exist;
vsegment->nodeoriginentrance_idsection =
node_origin_entrance_idsection;
vsegment->node_origin_entrancetype =
node_origin_entrancetype;
vsegment->nodeorigin entrance_nblanes =
node origin_entrance nblanes;
if (vsegment->node_originentranceidsection != 0)
{
TDKVTransferFlows (vsegment->nodeoriginentranceidsection,
nbnetstates, nbvehmods, nbsections, ssections,
vsegment->nodeorigin entrance flows);
}
vsegment>nodedestexist = nodedestexist
vsegment->nodedest_exitexist = nodestexistexitexist;
vsegment->node_destexit exist = nodedest_exitexist;
vsegment->nodedest_exit_idsection =
node_dest_exit_idsection;
vsegment->node_dest_exit_type =
node_dest_exit type;
vsegment->node_dest_exit_nblanes =
node_dest_exit_nblanes;
if (vsegment->node_dest_exit_idsection != 0)
{
TDKVTransferFlows (vsegment->node_dest_exit_idsection,
nbnetstates, nbvehmods, nbsections, ssections,
vsegment->node_dest_exit_flows);
}
C-46
 *nbvsegments += nbsegs;

return (0);
}
/*::::::::::::::::::::: end TDKVDecomposeSection :::::::::::::::::::::::::: */

ushort
TDKVTreatmentlV (TDKHeader * header, TDKSegment * segment, Bool evaluate_only,
ushort nbvsegments, TDKVSegment * vsegments,
Bool end vsegments. ushort * nbsegmentsaffected.
Bool * cannotdecide_yet)
{
/.*********,********,,* ********** ********** *********************a***** ********

* Looks for a KRONOS type 1 -.. segment (all that require just one *
* virtual segment) from the beginning of the vsegments[] array. *
* Specifically, now it considers these types: 1-11, 17-20. *
* If found, builds the appropiate call to TDKCreateSegment(). *
******************************************************************************
*/
ushort error, type;
float *flows, section_length, sectionwidth;
TDKVSegment *vsegment;
TDKUnit *unit
TDKSection *ksection;

*nbsegments_affected = 0;
*cannot_decdee_yet = FALSE;

if (nbvsegments = 0)
return (0);

/* consider just the first segment */

vsegment = &(vsegments[0]);

if ((vsegment->lateral_type = 0) &&
(!vsegment->node_origin_entrance_exist) &&
(!vsegment->node_destexit_exist))
(
/* no laterals, no entrance and no exit */
type = 1;
}
else if ((vsegment->lateral_type =1) &&
(vsegment->node_originentrance_exist) &&
(vsegment->nodeoriginentrancetype = 1) &&
(vsegment->node_originentrance_nblanes - 1) &&
(!vsegment->node_dest_exit_exist))
{
/* right-entrance lateral, entrance on the right-most lane and
* 1 lane, and no exit
*/
type = 2;
}
else if ((vsegment->lateral type = 3) &&
(!vsegment->node_origin_entrance_exist) &&
(vsegment->node_dest_exit_exist) &&
(vsegment->node_dest_exit_type =- 1) &&
(vsegment->node_dest_exit_nblanes == 1))
{
/* right-exit lateral, no entrance, and exit on the right-most lane
* and 1 lane
a/
C-47
 type = 3;
}
else if ((vsegment->lateral_type == 0) &&
(vsegment->nodeorigin_entranceexist) &&
(vsegment->nodeorigin_entrance_type == 1) &&
(vsegment->nodeoriginentrance_nblanes == 1) &&
(vsegment->node_dest_exit_exist) &&
(vsegment->node_dest_exit_type == 1) &&
(vsegment->node_dest_exit_nblanes == 1))
{
/* no laterals, entrance on the right-most lane and 1 lane,
* and exit on the right-most lane and 1 lane
*/
type = 4;
}
else if ((vsegment->lateral_type == 2) &&
(vsegment->node_origin entranceexist) &&
(vsegment->nodeorigin_entrancetype =-- 2) &&
(vsegment->nodeorigin_entrancenblanes - 1) &&
(!vsegment->node_dest_exit_exist))
{
/* left-entrance lateral, entrance on the left-most lane and
* I lane, and no exit
*/
type = 5;
}
else if ((vsegment->lateral_type = 4) &&
(!vsegment->node_origin entrance_exist) &&
(vsegment->node_destexit_exist) &&
(vsegment->node_dest_exit_type = 2) &&
(vsegment->nodedestexitnblanes = 1))
{
/* left-exit lateral, no entrance, and exit on the left-most lane
* and 1 lane
*/
type = 6;
}
else if ((vsegment->lateral_type = 0) &&
(vsegment->node_originentrance_exist) &&
(vsegment->node_origin_entrance_type == 2) &&
(vsegment->node_origin_entrance_nblanes = 1) &&
(vsegment->node_dest_exit_exist) &&
(vsegment->node_dest_exit_type == 2) &&
(vs.gment->node_destexitnblanes = 1))
{
/* no laterals, entrance on the left-most lane and 1 lane,
* and exit on the left-most lane and I lane
*/
type = 7;
}
else if ((vsegment->lateraltype = 0) &&
(vsegment->node_originentrance_exist) &&
(vsegment->node origin entrancetype = 1) &&
(vsegment->node_originentrance_nblanes =- 1) &&
(!vsegment->node_dest_exit_exist))
{
/* no laterals, entrance on the right-most lane and
* 1 lane, and no exit
*/
type = 8;
}
else if ((vsegment->lateral_type = 0) &&
(!vsegment->nodeorigin_entranceexist) &&
(vsegment->node_dest_exit_exist) &&
(vsegment->node_dest_exit_type = 1) &&
(vsegment->node_dest_exit_nblanes = 1))
C-48
 /* no laterals, no entrance, and exit on the right-most lane
* and I lane
*/
type = 9;
}
else if ((vsegment->lateral_type == 0) &&
(vsegment->node_origin_entrance_exist) &&
(vsegment->node_origin_entrance_type = 2) &&
(vsegment->node_origin_entrance_nblanes ==1) &&
(!vsegment->node_dest_exit_exist))
{
/* no laterals, entrance on the left-most lane and
* 1 lane, and no exit
*/
type = 10;
}
else if ((vsegment->lateral_type == 0) &&
(!vsegment->node_originentrance_exist) &&
(vsegment->node_dest_exit_exist) &&
(vsegment->node_dest_exit type == 2) &&
(vsegment->node_dest_exit_nblanes - 1))
{
/* no laterals, no entrance, and exit on the left-most lane
* and 1 lane
*/
type = 11;
}
else if ((vsegment->lateral_type = 0) &&
(vsegment->node_origin_entrance_exist) &&
(vsegment->node_origin_entrance_type = 1) &&
(vsegment->node_originentrance_nblanes - 2) &&
(!vsegment->node_dest_exit_exist))
{
/* no laterals, entrance on the right-most lane and
* 2 lanes, and no exit
*/
type = 17;
}
else if((vsegment->lateral_type = 0) &&
(!vsegment->node_originentrance_exist) &&
(vsegment->node_dest_exitexist) &&
(vsegment->node_dest_exit_type = 1) &&
(vsegment->node_dest_exitnblanes = 2))
{
/* no laterals, no entrance, and exit on the right-most lane
* and 2 lanes
*/
type = 18;
}
else if ((vsegment->lateraltype = 0) &&
(vsegment->node_origin_entrance_exist) &&
(vsegment->nodeorigin_entrancetype == 2) &&
(vsegment->node_origin entrance_nblanes = 2) &&
(!vsegment->node_dest_exit_exist))
{
/* no laterals, entrance on the left-most lane and
* 2 lanes, and no exit
*/
type = 19;
}
else if((vsegment->lateral_type = 0) &&
(!vsegment->nodeorigin_entrance_exist) &&
(vsegment->node_dest_exit_exist) &&
(vsegment->node_dest_exit_ty'pe = 2) &&
(vsegment->node_dest_exit_nblanes = 2))
C-49
 /* no laterals, no entrance, and exit on the left-most lane
* and 2 lanes
*/
type = 20:

}
else
{
type = 0;
}
if (type == 0)
return (0);

*nbsegments_affected = 1;

if (evaluate_only)
return (0);

/* fill the properties of this KRONOS segment */

segment->type = type;
unit = &(segment->units[0]);
ksection = &(unit->main);

if (error = TDReadSection (vsegment->idsection, &(ksection->TDsection)))

return (error);
ksection->dist_begin = vsegment->dist_begin;
ksection->dist_end = vsegment->dist_end;
ksection->nblaterals = 0;
/* by now */
ksection->metering exist = FALSE;
TDKITransferFlows (header, vsegment->flows, ksection->entranceflows);

if (type = 211type = 411 type = 5 1type = 7 11type = 8jI

type = 10 11type = 17 11type = 19 I1type = 2111
type = 23)
{
/* supply information for the entrance */
ksection = &(unit->entrance);

if (error = TDReadSection (vsegment->node_originentrance_idsection,

&(ksection->TDsection)))
return (error);
/* find section length */
if (error = TDGetSectionDim ((ksection->TDsection).trapezoid,
&section_length, &section_width))
return (error);
ksection->distbegin = 0;
ksection->dist_end = section_length;
ksection->nblaterals = 0;
/* by now */
ksection->metering_exist = FALSE;
TDKITransferFlows (header, vsegment->node_origin_entrance_flows,
ksection->entrance_flows);
}
if (type = 3 |Itype -= 4 1type == 6 || type = 7 j1type = 9 lI
type = 11 11type = 18 Ijtype = 20 lItype = 22 1i type = 24)
{
/* supply information for the exit */
ksection = &(unit->exit);

if (error = TDReadSection (vsegment->node_dest_exit_idsection,

C-50
 &(ksection->TDsection)))
return (error);
/* find section length */
if (error = TDGetSectionDim ((ksection->TDsection).trapezoid,
&section_length, &section_width))
return (error);
ksection->distbegin = 0;
ksection->dist_end = section length;
ksection->nblaterals = 0;
/* by now */
ksection->metering_exist = FALSE;
TDKITransferFlows (header, vsegment->node_dest_exit_flows,
ksection->entrance_flows);
}
printf ("Now creating KRONOS segment type %d...\n", (int) segment->type);

/* translate this segment to KRONOS format */

if (error = TDKCreateSegment (segment))
return (error);

return (0);
}
/ ::::::::::::::::::::::::: end TDKVTreatmentIV ::::::::::::::::::::::::::::: */

ushort
TDKVTreatment2V_1 (TDKHeader * header, TDKSegment * segment, Bool evaluateonly,
ushort nbvsegments, TDKVSegment * vsegments,
Bool end_vsegments, ushort * nbsegments_affected,
Bool * cannot_decide_yet)
{
/*******************************«********************** ******************* ***

* Looks for a KRONOS segment that requires just two virtual segments, *
* from the beginning of the vsegmentsl[ array. *
* Specifically, now it considers these types: 12-13. *
* If found, builds the appropiate call to TDKCreateSegmentO. *

*/
ushort error, type, nblaterals;
float *flows, section_length, section_width;
TDKVSegment *vsegmentl, *vsegment2;
TDKUnit *unit;
TDKSection *ksection;
TDLateral *pTDlaterals;

*nbsegments affected = 0;
*cannot_decide_yet = FALSE;

if(nbvsegments = 0)
return (0);

/* now consider the first segment */

vsegmentl = &(vsegments[0]);

if ((vsegmentl->lateral_type = 1) &&
(!vsegmentl->node_origin_entrance_exist) &&
(!vsegmentl1->node_dest_exit_exist))
{
/* right-entrance lateral, no entrance and no exit */
type = 12;
}
else if ((vsegmentl->lateral type = 2) &&
(!vsegment 1->node_origin_entrance_exist) &&
C-51
 (!vsegment l->node dest_exitexist))
{
/* left-entrance lateral, no entrance and no exit */
type = 13:
}
else
{
type = 0;

if (type == 0)
return (0);
if(nbvsegments < 2 && !end vsegments)
{
*cannot_decide_yet = TRUE;
return (0);
}
/* allright, from now it is clear that at least vsegmentl will be
* considered
*/
*nbsegments_affected = 1;

if (nbvsegments >= 2)
{
vsegment2 = &(vsegments[l]);

/* look whether vsegment2 also pertains to this segment */

if ((type = 12 j1type = 13) &&
((vsegment2->lateral type == 0) &&
(!vsegment2->nodeorigin_entrance_exist) &&
(!vsegment2->node_dest_exitexist))
{
/* no laterals, no entrance and no exit */
*nbsegments_affected = 2;
}
else
{
vsegment2 = NULL;
)
}
else
{
vsegment2 = NULL;
}
if (evaluate_only)
return (0);

/* fill the properties of this KRONOS segment */

segment->type - type;
unit = &(segment->units[0]);
ksection = &(unit->main);

if (error = TDReadSection (vsegment ->idsection. &(ksection->TDsection)))

return (error);
ksection->dist_begin = vsegmentl->dist_begin;
ksection->dist_end = vsegmentl->dist_end;
if (vsegment2 != NULL)
{
ksection->distend += vsegment2->distend;
}
ksection->nblaterals = 1;
if (error = TDReadSectionLaterals (vsegment1->idsection, &nblaterals,
&pTDlaterals))
C-52
 return (error);
/* to ease debugging */
memset ((char *) ksection->laterals, (char) 0, 2 * sizeof(TDLateral));

memcpy ((char *) &(ksection->laterals[0]), (char *) &(pTDlaterals[0]),

sizeof(TDLateral));

/* by now */
ksection->metering_exist = FALSE;
TDKITransferFlows (header, vsegmentl->flows, ksection->entrance_flows);

printf ("Now creating KRONOS segment type o-d...\n", (int) segment->type);

/* translate this segment to KRONOS format *

if (error = TDKCreateSegment (segment))
return (error);
return (0);
}
/*:::::::::::::::::::::::: end TDKVTreatment2V I :::::::::::::::::::::::::::: */

ushort
TDKVTreatment2V_2 (TDKHeader * header, TDKSegment * segment, Bool evaluateonly,
ushort nbvsegments, TDKVSegment * vsegments,
Bool end_vsegments, ushort * nbsegmentsaffected,
Bool * cannot_decide vet)
{
/**************************« *S*s** ********* ******** ************************g,

* Looks for a KRONOS segment that requires just two virtual segments, *
* from the beginning of the vsegments[ array. *
* Specifically, now it considers these types: 14-15. *
* If found, builds the appropiate call to TDKCreateSegmentO. *
******************************************************************************

*/
ushort error, type, nblaterals;
float *flows, section_length, sectionwidth;
TDKVSegment *vsegmentl, *vsegment2;
TDKUnit *unit;
TDKSection *ksection;
TDLateral *pTDlaterals;

*nbsegments_affected = 0;
*cannot_decide_yet = FALSE;

if (nbvsegments == 0)
return (0);

/* now consider the first segment */

vsegmentl = &(vsegments[0]);

if((vsegmentl->lateral_type == 0) &&
(!vsegment 1->node_origin_entranceexist) &&
(!vsegmentl->node_destexitexist))
{
}
else
{
/* do not consider the first part as a 'simple straight' */
vsegment1 = NULL;
}
if (vsegmentl -=NULL)
{
C-53
 vsegment2 = &(vsegments[0]);

}
else if(nbvsegments < 2)
{

if (!end_vsegments)
{
*cannot_decide vet = TRUE;
}
return (0);

}
else
{
vsegment2 = &(vsegments[1]);
}

if ((vsegment2->lateral_type = 4) &&
(!vsegment2->node_origin_entranceexist) &&
(!vsegment2->node_dest_exit_exist))
{
/* right-entrance lateral, no entrance and no exit */
type = 14;
}
else if ((vsegment2->lateral_type == 3) &&
(!vsegment2->nodeorigin_entranceexist) &&
(!vsegment2->node_dest_exitexist))
{
/* left-entrance lateral, no entrance and no exit */
type = 15;
}
else
{
type = 0;
}
if (type = 0)
return (0);

if (vsegmentl = NULL)
{
*nbsegments_affected = 1;
}
else
{
*nbsegments_affected = 2;
}
if (evaluate_only)
return (0);
/* fill the properties of this KRONOS segment */
segment->type = type;
unit = &(segment->units[0]);
ksection = &(unit->main);

if (error = TDReadSection (vsegment2->idsection, &(ksection->TDsection)))

return (error);
ksection->dist begin = vsegment2->dist_begin;
ksection->dist_end = vsegment2->dist_end;
if (vsegmentl != NULL)
{
ksection->dist_end += vsegmentl->dist_end;
C-54
 ksection->nblaterals = 1;
if (error = TDReadSectionLaterals (vs'-gment2->idsection, &nblaterals,
&pTDlaterals))
return (error);
/* to ease debugging */
memset ((char *) ksection->laterals, (char) 0. 2 * sizeof (TDLateral));

memcpy ((char *) &(ksection->laterals(0]), (char *) &(pTDlaterals(OI),

sizeof (TDLateral));

/* by now */
ksection->meteringexist = FALSE:
TDKITransferFlows (header, vsegment2->flows, ksection->entrance_tlows);

printf ("Now creating KRONOS segment type '%d...\n",(int) segment->type);

/*translate this segment to KRONOS format */

if (error = TDKCreateSegment (segment))
return (error);

return (0);
}
/*:::::::::::::::::::::::: end TDKVTreatment2V 2 :::::::::::::::::::::::::::: */

ushort
TDKVTreatment3V (TDKHeader * header, TDKSegment * segment, Bool evaluateonly,
ushort nbvsegments, TDKVSegment * vsegments,
Bool end_vsegments, ushort * nbsegments_affected,
Bool * cannot_decide_yet)
{
/******************************************************************************
* Looks for a KRONOS segment that requires just three virtual segments, *
* from the beginning of the vsegments[] array. *
* By now, this is just KRONOS segment 25. *
* If found, builds the appropiate call to TDKCreateSegment().
******************************************************************************
*/
ushort error, type, nblaterals;
float *flows, section_length, sectionwidth;
TDKVSegment *vsegmentl, *vsegment2, *vsegment3;
TDKUnit *unitl, *unit2, *unit3;
TDKSection *ksection;
TDLateral *pTDlaterals;

*nbsegments_affected = 0;
*cannot_decide_yet = FALSE;

if (nbvsegments = 0)
return (0);
/*now consider the first segment */
vsegmentl = &(vsegments[0]);

if((vsegmentl->lateral_type = 3) &&
(!vsegmentl->node_origin_entrance_exist) &&
(!vsegment 1->node_destexitexist))
{
/*right-entrance lateral, no entrance and no exit */
type = 25;
)
else
{
return (0);
C-55
 }
if(nbvsegments < 2)
{
if(!end_vsegments)
{
*cannot_decideyet = TRUE:
}
return (0);
}
/* ok, now for the second segment */
vsegment2 = &(vsegments[l ]);

if ((vsegment2->lateral type == 0) &&

(vsegment2->nodeorigin_entrance_exist) &&
(vsegment2->node_originentrance_type == 1) &&
(vsegment2->nodeoriginentrance_nblanes = 1) &&
(vsegment2->nodedestexitexist) &&
(vsegment2->node_destexit_type = 1) &&
(vsegment2->nodedest_exit_nblanes == 1))
{
/* no laterals, entrance on the right-most lane and 1 lane,
* and exit on the right-most lane and 1 lane
*/
type = 25;
}
else
{
return (0);

if(nbvsegments < 3)
{
if(!end_vsegments)
{
*cannot_decideyet = TRUE;
}
return (0);
}
/* ok, now for the third segment */
vsegment3 = &(vsegments[2]);

if ((vsegment3->lateral_type = 1) &&
(!vsegment3->node_origin_entrance_exist) &&
(!vsegment3->node_destexitexist))
{
/* right-entrance lateral, no entrance and no exit */
type = 25;
}
else
{
return (0);
}

/* ------ --- allright, now it is already this type */

*nbsegments_affected = 3;

if (evaluate _only)
return (0);

/* fill the properties of this KRONOS segment */

segment->type = type;
uniti = &(segment->units[O]);
unit2 = &(segment->units[l]);
unit3 = &(segment->units(2]);
C-56
 /* condider the first unit -------
ksection = &(unitl->main);

if (error = TDReadSection (vsegmentl->idsection, &(ksection->TDsection)))

return (error);
ksection->distbegin = vsegmentl->dist_begin;
ksection->distend = vsegmentl->dist_end;
ksection->nblaterals = 1;
if (error = TDReadSectionLaterals (vsegmentl->idsection, &nblaterals,
&pTDlaterals))
return (error);
/* to ease debugging */
memset ((char *) ksection->laterals, (char) 0, 2 * sizeof(TDLateral));

memcpy ((char *) &(ksection->laterals[0]), (char *) &(pTDlaterals[0]),

sizeof (TDLateral));

/* by now */
ksection->metering_exist = FALSE;
TDKITransferFlows (header, vsegmentl->flows, ksection->entrance_flows);

/* condider the second unit

ksection = &(unit2->main);

if (error = TDReadSection (vsegment2->idsection, &(ksection->TDsection)))

return (error);
ksection->distbegin = vsegment2->dist_begin;
ksection->dist_end = vsegment2->dist end;
ksection->nblaterals = 0;

/* by now */
ksection->meteringexist = FALSE;
TDKITransferFlows (header, vsegment2->flows, ksection->entrance_flows);

/* condider the third unit */

ksection = &(unit3->main);

if (error = TDReadSection (vsegment3->idsection, &(ksection->TDsection)))

return (error);
ksection->distbegin = vsegment3->dist_begin;
ksection->dist_end = vsegment3->distend;
ksection->nblaterals = 1;
if (error = TDReadSectionLaterals (vsegment3->idsection, &nblaterals,
&pTDlaterals))
return (error);
/* to ease debugging */
memset ((char *) ksection->laterals, (char) 0, 2 * sizeof(TDLateral));

memcpy ((char *) &(ksection->laterals[0]), (char *) &(pTDlaterals[0]),

sizeof (TDLateral));

printf ("Now creating KRONOS segment type /d...\n", (int) segment->type);

/* translate this segment to KRONOS format */

if (error = TDKCreateSegment (segment))
return (error);

return (0);
}
/'::::::::::::::::::::::::: end TDKVTreatment3V ::::........:::::::::::::::::::: */

C-57