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Evaluation of HCM Urban Streets Analysis Methodology for Motorized Vehicles on Arterial Corridors with High Percentages of Trucks

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Title:
Evaluation of HCM Urban Streets Analysis Methodology for Motorized Vehicles on Arterial Corridors with High Percentages of Trucks
Creator:
Alrashidy, Abdulmajjid S
Place of Publication:
[Gainesville, Fla.]
Florida
Publisher:
University of Florida
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Language:
english
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1 online resource (144 p.)

Thesis/Dissertation Information

Degree:
Master's ( M.S.)
Degree Grantor:
University of Florida
Degree Disciplines:
Civil Engineering
Civil and Coastal Engineering
Committee Chair:
WASHBURN,SCOTT STUART
Committee Co-Chair:
SRINIVASAN,SIVARAMAKRISHNAN

Subjects

Subjects / Keywords:
arterial -- corridors -- evaluation -- hcm -- heavy -- high -- methodology -- motorized -- percentages -- trucks -- vehicles
Civil and Coastal Engineering -- Dissertations, Academic -- UF
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bibliography ( marcgt )
theses ( marcgt )
government publication (state, provincial, terriorial, dependent) ( marcgt )
born-digital ( sobekcm )
Electronic Thesis or Dissertation
Civil Engineering thesis, M.S.

Notes

Abstract:
The Highway Capacity Manual (HCM) is widely used for performance evaluation of signalized arterials. However, little is known about the validity of its analysis methodology for arterials with high percentages of large trucks in the traffic stream. This study aimed to assess the accuracy of the HCM methodology for signalized arterials using field data for traffic streams with high commercial truck percentages. The HCM delay, stop rate and travel time estimates were compared with the field measurements for eight signalized intersections along two different arterial corridors during the midday time period. Several of the HCM estimated results were different from the field-measured results, particularly the saturation flow rate and startup lost time. This study identifies the sources of the differences to assist future efforts in implementing revisions to the HCM analysis methodology to better account for the impacts of large trucks. ( en )
General Note:
In the series University of Florida Digital Collections.
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Includes vita.
Bibliography:
Includes bibliographical references.
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Description based on online resource; title from PDF title page.
Source of Description:
This bibliographic record is available under the Creative Commons CC0 public domain dedication. The University of Florida Libraries, as creator of this bibliographic record, has waived all rights to it worldwide under copyright law, including all related and neighboring rights, to the extent allowed by law.
Thesis:
Thesis (M.S.)--University of Florida, 2018.
Local:
Adviser: WASHBURN,SCOTT STUART.
Local:
Co-adviser: SRINIVASAN,SIVARAMAKRISHNAN.
Statement of Responsibility:
by Abdulmajjid S Alrashidy.

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UFRGP
Rights Management:
Applicable rights reserved.
Classification:
LD1780 2018 ( lcc )

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1 E VALUATION OF HCM U RBAN S TREETS A NALYSIS METHODOLOGY FOR M OTORIZED V EHICLES ON ARTERIAL CORRIDORS WITH HIGH PERCENTAGES OF TRUCKS By ABDULMAJJID ALRASHIDY A THESIS PRESENTED TO THE GRADUATE SCHOOL OF THE UNIVERSITY OF FLORIDA IN PARTIAL FULFILLMENT OF THE REQUI REMENTS FOR THE DEGREE OF MASTER OF SCIENCE UNIVERSITY OF FLORIDA 2018

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2 2018 Abdulmajjid Alrashidy

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3 This document is dedicated to my family and friends, especially Raid.

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4 ACKNOWLEDGMENTS Firstly, I would like to thank God for blessing me with this opportunity. Secondly, I would like to express my sincere gratitude to my advisor Dr. Washburn for his guidance in implementing this research and in preparing the manuscript. I also appreciate and thank Dr. Siva for granting me some of his time. I would like to thank Matt and Raid for their help in data collection and data reduction. My final acknowledgemen t is owed to my family and friends for their constant assistance and passion that helped me to persevere in this journey.

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5 TABLE OF CONTENTS page ACKNOWLEDGMENTS ................................ ................................ ................................ ............... 4 LIST OF TABLES ................................ ................................ ................................ ........................... 7 LIST OF FIGURE S ................................ ................................ ................................ ....................... 10 LIST OF ABBREVIATIONS ................................ ................................ ................................ ........ 11 ABSTRACT ................................ ................................ ................................ ................................ ... 12 CHAPTER 1 INTRODUCTION ................................ ................................ ................................ .................. 13 Problem Statement ................................ ................................ ................................ .................. 13 Objective and Supporting Tasks ................................ ................................ ............................. 14 Document Organization ................................ ................................ ................................ .......... 15 2 OVERVIEW ................................ ................................ ................................ ........................... 16 Highway Capacity Manual Urban Streets Methodology ................................ ........................ 16 Platoon Ratio ................................ ................................ ................................ ................... 17 Upstream Filtering Adjustment Factor: ................................ ................................ ........... 18 Lane Utilization Adjustment Factor: ................................ ................................ ............... 18 Intersection Peak Hour Factor: ................................ ................................ ........................ 19 Saturation Flow Rate ................................ ................................ ................................ ....... 19 Start Up Lost Time ................................ ................................ ................................ .......... 20 Heavy Vehi cles Adjustment Factor ................................ ................................ ................. 20 Stop Delay ................................ ................................ ................................ ....................... 21 Stop Rate ................................ ................................ ................................ ......................... 21 Running Speed ................................ ................................ ................................ ................. 21 Base free flow speed ................................ ................................ ................................ 22 Adjustme nt for signal spacing ................................ ................................ .................. 22 Free flow speed ................................ ................................ ................................ ........ 22 Where, ................................ ................................ ................................ ...................... 22 Adjustment for vehicle proximity ................................ ................................ ............ 23 Segment running time ................................ ................................ .............................. 23 Running speed ................................ ................................ ................................ .......... 23 Travel Time ................................ ................................ ................................ ..................... 24 StreetVal Software ................................ ................................ ................................ .................. 24 3 METHODOL OGY ................................ ................................ ................................ ................. 31

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6 Field Data Collection ................................ ................................ ................................ .............. 31 Field Data Reduction ................................ ................................ ................................ .............. 32 Saturati on Flow Rate ................................ ................................ ................................ ....... 34 Start Up Lost Time ................................ ................................ ................................ .......... 34 Stop Delay ................................ ................................ ................................ ....................... 37 Stop Rate ................................ ................................ ................................ ......................... 38 Travel Time ................................ ................................ ................................ ..................... 38 Running Speed ................................ ................................ ................................ ................. 39 4 RESULTS AND ANALYSIS ................................ ................................ ................................ 51 HCM Methodology Results ................................ ................................ ................................ .... 51 Plat oon Ratio: ................................ ................................ ................................ .................. 52 Upstream Filtering Adjustment Factor: ................................ ................................ ........... 52 Lane Utilization Adjustment Factor: ................................ ................................ ............... 53 Intersection Peak Hour Factor: ................................ ................................ ........................ 54 Adjustment for Heavy Vehicles ................................ ................................ ...................... 54 Saturation Flow Rate and Start Up Lost Time ................................ ................................ ....... 55 Intersection Delay ................................ ................................ ................................ ................... 57 Stop Rate ................................ ................................ ................................ ................................ 59 Running Speed ................................ ................................ ................................ ........................ 59 Base Free Flow Speed ................................ ................................ ................................ ..... 59 Adjustment for Signal Spacing ................................ ................................ ........................ 60 Free Flow Speed ................................ ................................ ................................ .............. 60 Adjustment for Vehicle Proximity ................................ ................................ .................. 60 Segment Running Time ................................ ................................ ................................ ... 61 Running Speed: ................................ ................................ ................................ ............... 61 Travel Time ................................ ................................ ................................ ............................ 62 5 SUMMARY ................................ ................................ ................................ .......................... 68 \ APPENDIX: DATA COLLECTION, REDUCTION AND ANALYSIS ................................ .... 71 LIST OF REFERENCES ................................ ................................ ................................ ............. 142 BIOGRAPHICAL SKETCH ................................ ................................ ................................ ....... 144

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7 LIST OF TABLES T able page 3 1 Data collection information ................................ ................................ ............................... 44 3 2 Intersections characteristics at Starke ................................ ................................ ................ 44 3 3 Intersections characteristics at Jacksonville ................................ ................................ ....... 44 3 4 Traffic volume data (Sta rke) ................................ ................................ .............................. 46 3 5 Traffic volume data (Jacksonville) ................................ ................................ .................... 47 3 6 Signal data (Starke) ................................ ................................ ................................ ........... 47 3 7 Signal d ata (Jacksonville) ................................ ................................ ................................ 48 3 8 Truck percentage per type for Starke site ................................ ................................ .......... 50 3 9 Truck percentage per type for Jacksonville site ................................ ................................ 50 4 1 Heavy vehicle adjusted factor ................................ ................................ ............................ 64 4 2 Factors calculated with HCM equations ................................ ................................ ............ 64 4 3 Saturation flow rate and start up lost time ................................ ................................ ......... 64 4 4 Delay with the HCM default values ................................ ................................ ................... 66 4 5 Delay with the field values ................................ ................................ ................................ 66 4 6 Stop rate with the HCM default values. ................................ ................................ ............. 66 4 7 Stop rate with the field values. ................................ ................................ ........................... 66 4 8 Running speed. ................................ ................................ ................................ ................... 67 4 9 Travel time with the HCM default values. ................................ ................................ ......... 67 4 10 Travel time with the field values. ................................ ................................ ...................... 67 A 1 Stop delay for Starke site intersection1. ................................ ................................ ............ 72 A 2 Stop delay for Starke site intersection 2. ................................ ................................ ........... 75 A 3 Stop delay for Starke site intersection1. ................................ ................................ ............ 72 A 4 Stop delay for Starke site intersection 2. ................................ ................................ ........... 75

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8 A 5 Stop delay for Starke site intersection 3. ................................ ................................ ........... 77 A 6 Stop delay for Starke site intersection 4. ................................ ................................ ........... 78 A 7 Stop delay for Jacksonville site intersection 1. ................................ ................................ .. 79 A 8 Stop delay for Jacksonville site intersection 2. ................................ ................................ .. 82 A 9 Stop delay for Jacksonville site intersection 3. ................................ ................................ .. 86 A 10 Stop delay for Jacksonville site intersection 4. ................................ ................................ .. 90 A 11 Saturation flow rate i nt.1 (Starke). ................................ ................................ ..................... 92 A 12 Saturation flow rate int.2 (Starke). ................................ ................................ ..................... 93 A 13 Saturation flow rate int.3 (Starke). ................................ ................................ ..................... 93 A 14 Saturation flow rate int.4 (Starke). ................................ ................................ ..................... 94 A 15 Saturation flow rate int.1 (Jacksonville). ................................ ................................ ........... 94 A 16 Saturation flow rate int.2 (Jacksonville). ................................ ................................ ........... 95 A 17 Saturation flow rate int.3 (Jacksonville). ................................ ................................ ........... 95 A 18 Saturation flow rate int.4 (Jacksonville). ................................ ................................ ........... 96 A 19 Proportion of arrival on green and stop rate for Starke site. ................................ .............. 96 A 20 Proportion of arrival on green and stop rate for Jacksonville site. ................................ .... 97 A 21 Travel time for Starke site ................................ ................................ ................................ .. 98 A 22 Travel time for Jacksonville site ................................ ................................ ...................... 111 A 23 Data reduction intersection 1 (Starke) ................................ ................................ ............. 121 A 24 Data reduction intersection 2 (Starke) ................................ ................................ ............. 124 A 25 Data reduction intersection 3 (Starke) ................................ ................................ ............. 127 A 26 Data reduction intersection 4 (Starke) ................................ ................................ ............. 131 A 27 Data reduction intersection 1 (Jacksonville) ................................ ................................ .... 134 A 28 Data reduction intersection 2 (Jacksonville) ................................ ................................ .... 136 A 29 Data reduction intersection 3 (Jacksonville) ................................ ................................ .... 138

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9 A 30 Data reduction intersection 4 (Jacksonville) ................................ ................................ .... 140

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10 LIST OF FIGURE S Figure page 2 1 Segment performance measure combines link performance and point performance, source: HCM 6th edition, TRB, 2016 ................................ ................................ ................ 25 2 2 Concept of saturation flow rate and lost time, source: HCM 6 th edition, TRB 2016 ........ 26 2 3 StreetVal setup wizard, source: Alrashidy, 2018 ................................ ............................... 27 2 4 StreetVal input, source: Alrashidy, 2018 ................................ ................................ ........... 28 2 5 StreetVal output, source: Alrashidy, 2018 ................................ ................................ ......... 29 2 6 StreetVal output, source: Alrashidy, 2018 ................................ ................................ ......... 30 3 1 US 301 and Hwy 100 intersection, source: Google Earth ................................ ................. 40 3 2 US 301 and W Pratt St. intersection, source: Google Earth ................................ .............. 40 3 3 US 301 and W Washington St. intersection, source: Google Earth ................................ ... 41 3 4 US 301 and W Brownlee St. intersection, source: Google Earth ................................ ...... 41 3 5 US 1 and Canal St. intersection, source: Google Earth ................................ ..................... 42 3 6 US 1 and Fairfax St. intersection, source: Google Earth ................................ ................... 42 3 7 US 1 and Myrtle Ave. intersection, source: Google Earth ................................ ................ 43 3 8 US 1 and Moncrief St. intersection, source: Google Earth ................................ ................ 43 3 9 Data collection equipment, source: Alrashidy, 2018 ................................ ......................... 45 3 10 Trucks types ................................ ................................ ................................ ....................... 49 4 1 Saturation flow rate versus percentages of trucks in queue for 29 queues from all intersections (Starke) ................................ ................................ ................................ ......... 64 4 2 Saturation flow rate versus percentages of trucks in queue for 24 queues from all intersections (Jacksonville) ................................ ................................ ................................ 65

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11 LIST OF ABBREVIATIONS DVR FDOT HCM f HV g PCE RV S SLT Digital video recorder. Florida Department of Transportation. Highway Capacity Manual Heavy vehicle adjustment factor Passenger car equivalent. Recreational vehicle Saturation flow rate. Start up lost time.

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12 Abstract of Thesis Presented to the Graduate School of the University of Florida in Partial Fulfillment of the Requirements for the Degree of Maste r of Science EVALUATION OF HCM URBAN STREETS ANALYSIS METHODOLOGY FOR MOTORIZED VEHICLES ON ARTERIAL CORRIDORS WITH HIGH PERCENTAGES OF TRUCKS By Abdulmajjid Alrashidy December 2018 Chair: Scott S. Washburn Major: Civil Engineering The Highway Capacity Manual (HCM) is widely used for performance evaluation of signalized arterials However, little is known about the validity of its analysis methodology for arterials with high percentages of large trucks in the traffic stream. This study aim ed to assess the accuracy of the HC M methodology for signalized arterial s using fiel d data for traffic st reams with high commercial truck percentages The HCM delay, stop rate and travel time estimates were compared with the field measurements for eight signalized intersections along two different arterial corridors during the midday time period Several of the HCM estimate d results were different from the field measured results, particularly the saturation flow rate and startup lost time. This study identifies the sources of the differences to assist future efforts in implementing revisi ons to the HCM analysis methodology to better account for the impacts of large trucks.

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13 CHAPTER 1 INTRODUCTION Urban arterial streets are designed to deliver traffic from collector roads to freeways or highways, and between urban centers at the greatest level of service possible. As such, many arteries are limited access streets or feature restrictions on private access, and they serve higher volumes, through traffic, length of trips than non arterial streets [ TRB 20 16 ] Arterial roadway congestion is the main reason for delay, queuing, and high stopping rate, and it occurs when traffic demand exceeds street capacity. The analysis of arterial roadway operations is typically performed with a deterministic analytic meth od or macroscopic or microscopic simulation. The commonly accepted standard for an analytical analysis approach is that contained in the Highway Capacity Manual (HCM) [TRB, 2016] It is a deterministic, analytical approach, which means that for a given set of input values (roadway, traffic, control), one set of output values will result. The formulas are based upon years of study of empirical data, providing a high degree of confidence in the results The HCM (TRB, 2016) is considered a reliable reference for the estimation and evaluation of performance for a variety of highway facilities within the professional community, and its method for analysis generally is more time and cost economical than micro simulation; thus, practitioners often consider this ap p roach before micro simulation. Problem Statement Heavy v ehicles are known for their significant impact on traffic because of their longer dimensions and lower performance compared with an average automobile. These vehicles are trucks, buses, and recreatio nal vehicles ( RV s ) with each type having a wide difference in size, power, and design concepts. [Ahmed and Younghan, 2007].

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14 Washburn and Cruz Casas (2007) found that w hen a signalized intersection has a hig h percentage of trucks in the traffic stream the HCM analysis results underestimate the delay The Washburn and Cruz Casas study ( 2007 ) was based on the HCM 2000 and some minor improvements were introduced to the saturation flow rate calculation but not lost time, for large trucks in the HCM 2010 (D owling et al., 2014). However, transportation practitioners have still expressed doubt about how well the methodology accounts for a high percentage of trucks, and more work on this topic was recommended by the authors of the original research for the HCM urban streets methodology (Bonneson et al., 2008 ). T hus, the re is a need for more testing in this area. Objective and Supporting Tasks The objective of this project was to evaluate the accuracy of the HCM Urban Streets analysis method for traffic conditions that include higher truck percentages and develop recommendations for revising the methodology to better account for the effect of commercial trucks on arterial operations The tasks conducted in support of achieving this objective consist of th e following: Obtain field data from two arterial locations Reduce and analyze the collected field data Perform a HCM analysis for these field conditions Compare field results to the HCM results Develop recommendations for revising the HCM methodology to be tter account for impacts of trucks. The study concentrated on analyzing field data and compare d it with the HCM analysis methodology for two different sites in te rms of delay, stop rate and travel time

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15 Document Organization The organization of the document proceeds as follows. Chapter 2 provides an overview of the HCM Urb an Streets analysis methodology and the StreetVal software (which implements this HCM methodology ) Chapter 3 describes the research approach: field d ata collection, re duction and analysis. The results and analy sis of the urban street model and calculating factors and parameters for the HCM methodology, are provided in C hapter 4. Conclusion s and recomm endations are offered in C hapter 5.

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16 CHAPTER 2 OVE RVIEW Most traffic analysis tools deal with similar geometric and operational characteristics and report the same nominal performance measures although the definitions and methods of calculation differ. There are some conceptual variations between the HCM and simulation modeling that are reflected in the way analytical and simulation tools deal with various traffic flow phenomena [USDOT, 2018 ] T he HCM methodology is cost effective and generally easy to use, and it is incorporated int o several software tools, such as Vistro, Synchro Studio, and StreetVal [ Spack, 2016 ]. This chapter provides an overview of StreetVal software and t he HCM methodology inputs and ou tputs which this study focuses on, delay, stop rate, and travel time Highway Capacity Manual Urban Street s Methodology T he following text provides an overview of the HCM methodologies for evaluating the operation of a motorized vehicle on signalized arterials to help the analysts and practitioners to know the performance of the urban street s without collecting too much data from the field This text is drawn from C hapters 16, 18, and 19 of the HCM 6 th edition The HCM Urban S treet s (i.e., signalized arterials) chapter describe s integrated methodologies that are provided for the analysis of bike, pedestrians, and transit modes, but on ly the mode of motorized autos/ trucks is addressed in this thesis f or evaluating the quality of service Urban street system usually consists of t wo elements: points and lin ks. A point describes the boundary between links, and it is usually expressed by an intersection or ramp end. A link describes a length of roadway between two points, and the link and its boundary intersections are referred to as a segment see F igure 2 1 An urban street facility is a length of roadway that is

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17 composed of contiguous urban street segments, and it is typically functionally categorized as an urban arterial or collector street. For the analysis of automobile performance, an analysis of solely one travel direction (when the street serves two way traffic) does not sufficiently identify the interactions between vehicles at the boundary intersections and their impact on segment operation. For example, the automobile methodology in the HCM explicitl y models the platoon produced by the signal at one end of the segment and its impact on the operation of the signal at the other end of the segment. For these reasons, it is significant to evaluate both travel directions on a two way segment [ TRB 2016 ]. U rban street performance is explained by the use of one or more quantitative criteria that identify some aspect of the service afforded to a specific road user group. Performance measures include automobile travel speed, automobile stop rate and level of se rvice (LOS). LOS is computed for the automobile and other travel mod e s, and it is beneficial for describing street performance to elected officials, policymakers, administrators, or the public [TRB 2016 ]. Some factors and parameters need to be calculated in o rder to be utilized in the HCM methodology and some of them are affected by truck percentage, while others are not. The following overview of the was obtained from the HCM [TRB, 2016]. Platoon Ratio The platoon ratio for a movement group can be estimated from field data with the following equation: ( 2 1 ) Where, = Platoon ratio,

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18 = Proportion of vehicles arriving during the green indication (decimal), = Effective green time (s), and = Cycle length (s). Upstream Filtering Adjustment Factor: The upstream filtering adjustment factor, I accounts for the effect of an upstream signal on vehicle arrivals to the subject movement group. Specifically, this f actor reflects the way an upstream signal changes the variance in the number of arrivals per cycle. The variance decreases with increasing volume to capacity ratio, which can reduce cycle failure frequency and resulting delay. The filtering adjustment fact or varies from 0.09 to 1.0. A value of 1.0 is appropriate for an isolated intersection (i.e., one that is 0.6 mi or more from the nearest upstream signalized intersection). A value of less than 1.0 is appropriate for non isolated intersections. The followi ng equation was used to compute I for non isolated intersections: ( 2 2 ) Where, = Upstream filtering adjustment factor, and = Weighted volume to capacity ratio for all upstream movements contributing to the volume in the subject movement group. Lane Utilization Adjustment Factor: The lane utilization adjustment factor accounts for the unequal distribution of traffic among the lanes in those movement groups with more than one exclusive lane This factor provides an adjustment to the base saturation flow rate to account for uneven use of the lanes. It

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19 is not used unless a movement group has more than one exclusive lane. It was calculated with the following equation. ( 2 3 ) Where, = Adjustment factor for lane utilization, = Demand flow rate for movement group (veh/h), = Demand flow rate in the single exclusive lane with the highest flo w rate of all exclusive lanes in movement group (veh/h/ln), and = Number of exclusive lanes in movement group (ln). Intersection Peak Hour Factor: One peak hour factor for the entire intersection was computed with the following equation. ( 2 4 ) Whe re, = Peak hour factor, = Count of vehicles during a 1 h period (veh), and = Count of vehicles during the peak 15 min period (veh). Saturation Flow R ate Saturation flow rate is the equivalent hourly rate at which earlier queued vehicles can pass an intersection approach, assuming that the green signal is available at all times and no lost times are encountered. It is expressed as an expected average hourly rate, with units of vehicles per hour per lane (veh/h/ln).

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20 The prevailing saturation flow rate is the rate calculated from the field for a particular lane group at a specific intersection. It may differ significantly among intersections with comparable l ane groups because of variations in lane width, traffic composition (i.e., percent heavy vehicles), grade, parking, bus stops, lane use, and turning vehicle operation. If the intersections are located in different regions, then the prevailing saturation fl ow rate may also differ because of area wide variations in the base saturation flow rate [TRB 2016 ] Start Up Lost T ime In F igure 2 2 the first four vehicles in t he queue experiencing the start up reaction and acceleration headways. Moreover, they encounter headways longer than the saturatio n headway, h The increments, t i are called start up lost times. The total start up lost time for the vehicles is the sum of the increments. Heavy Vehicles Adjustment Factor The accounts for the additi onal space occupied by heavy vehicles and for the difference in their operating capabilities, compared with passenger cars. This factor does not address local buses that stop in the intersection area. Value o f this factor was computed with E quation 2 5. ( 2 5 ) Where, Percent heavy vehicles in the corresponding movement group (%), and Approach grade for the corresponding movement group.

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21 T he HCM methodology outputs are impacted by some of the previous parameters and factor s The following paragraphs are an overview of the outputs, delay, stop rate, travel time and running speed that were affected by trucks percentage. Stop D elay The stopped delay is equal to the tim e step delay on any step in which the vehicle is in a traveling at less than a threshold speed, a consistent definition of stopped delay requires that the travel time at the target speed be subtracted. Time step delays accumulated over all time steps in which the vehicle was in the stopped state represent the stopped delay [TRB 2016 ] Stop Rate Stop rate is defined as a ratio between the numbers of stopped vehic les to the numbers of served vehicles. The probability of stopping P (s), as known stop rate, is equal to the proportion of the cycle length occupied by the red interval and the saturated green interval [ Dogan et al. 2016 ] Running Speed Running speed is the average speed of a vehicle over a specified section of highway. It is equal to the distance traveled divided by the running time (the time the vehicle is in motion and not in queuing state ). The average running speed is the distance summation for all v ehicles divided by the running time summation for all vehicles excluding signal delay [BDEM, 2016] According to the Bonneson et al. study ( 2008 ) which was done on an arterial with heavy vehicle percentage s rang ing from 0 to 8 percent, with an average of 4.0 percent the running speed was affected by high percentage of heavy vehicles. was one of the following types: single unit truck, vehicle with a trailer, bus, and vehicle with three or more axles. The HCM estimation for running speed is performed t hrough a series of

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22 calculations -E quations 18 3 through 18 8 in the HCM and reproduced here as E quations 2 6 to 2 11. Base free flow s peed ( 2 6 ) W here = B ase free flow speed (mi/h). = B ase free flow speed calibration factor (mi/h). = S peed constant (mi/h). = A dju stment for cross section (mi/h). = A djustment for access points (mi/h), and = A djustment of on street parking (mi/h). Adjustment for s ignal s pacing ( 2 7 ) Where, = S ignal spacing adjustment factor. = B ase free flow speed (mi/h), and = D istance between adjacent signalized intersections (ft). Free flow s peed ( 2 8 ) Where, = Free flow speed (mi/h). = The posted speed limit (mi/h) and all other variables are as previously defined.

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23 Adjustment for vehicle p roximity ( 2 9 ) W here = P roximity adjustment factor. = M ids egment demand flow rate (veh/h) and = N umber of through lanes on the segment in the subject direction of travel (ln). Segment running t ime ( 2 10 ) Where, = S egment running time (s). = S tart up lost time(s). = S egment length (ft). = C ontrol type adjustment factor. = D elay due to left and right turns from the street into acce ss point intersection i (s/veh). = N umber of influential access point approaches along the segment. = D elay due to other sources along the segment (e.g., curb p arking or pedestrians) (s/veh); and all other variables are as previously defined. Running s peed ( 2 11 ) Where,

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24 = S egment running time (s). = S egment length (ft). Travel T ime Travel time is defined as the period of time to transverse a route between any two points. Three factors affect travel time: s egment length, travel speed, and signal delay. Segment length represents the distance between the boundary intersections that define the segment. The point of measurement at each intersection is the stop line, the yield line, or the functional equivalent in the subject direction of travel. This length is measured along the centerline of the street. If it differs in the two travel directions, then an average length is used. One length is needed for each segment on the facility. Travel speed represents the ratio of segment length to through movement travel time. Travel time is computed as the sum of segment running time and through movement control delay at the downstream boundary intersection. The travel time field measurement procedure was mentioned in the methodology chapter [TRB, 2016]. StreetVal Software StreetVal is a software that implements the procedures of the HCM urban street methodology As such, it uses the aforementioned input parameters and methodology steps to estimate capacity, density, speed, delay, and queuing on a variety of transportation facilities. StreetVal ca n be used to analyze the performance of isolated or small scale transportation facilities; however, it is limited in its ability to analyze network or system effects, [USDOT, s window are displayed in F igure 2 3 and F igure 2 4 window are shown in Figure 2 5 and Figure 2 6 The StreetVal software was used to apply the HCM methodology.

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25 Figure 2 1. Segment performance measure combines link performance and point perfo rmance, source: HCM 6th edition, TRB, 2016

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26 Figure 2 2 Concept of saturation flow rate and lost t ime s ource: HCM 6 th edition, TRB 2016

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27 Figure 2 3 StreetVal setup w izard source: Alrashidy, 2018

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28 Figure 2 4 StreetVal i nput source: Alrashidy, 2018

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29 Figure 2 5 StreetVal output source: Alrashidy, 2018

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30 Figure 2 6 StreetVal output source: Alrashidy, 20 18

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31 CHAPTER 3 METHODOLOGY Field Data Collection According to the Highway Ca pacity Manual [TRB, 2016] there are three methods for estimat ing traffic flow: deterministic models, simulation models, and field data observation. The study has been done on corridors that have a high percentage of trucks because the evaluation measurements are affected by trucks. The S tarke and Jacksonville site s were chosen because they have a high percentage of trucks The Starke site is located between the cities of Jacksonville and Gainesville in Florida. The studied arterial corridor extends from the south to the north, and it has four intersections with different characteristics. The Jacksonville site is located in the city of Jacksonville. The studied arterial corridor extends from the west to the east, and it has four intersections with different features. ections are US 301 and Hwy 100, US 301 and W Pratt St, US 302 and W Washington St, and US 301 and W Brownlee St. see F igure s from F igure 3 1 to F igure 3 4 ) US 1 and Fairfax St, US 1 and Myrtle Ave, and US 1 and M oncrief St. s ee F igure s from F igure 3 5 to F igure 3 8. The following points are the field conditions for all intersections except f irst intersection in Starke : Lane width 12 ft. No up or down grade. No existence of parking at the corridor. No b u s stop s within the intersection area The area is not a central business district No pedestrians No bicycles In this study, video cameras were used for collecting data. Two different cameras were placed at each intersection by using a movable stand, and they were placed at the right side of the street before the intersection. One camera was directed toward the traffic st r eam and ano ther

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32 camera was directed to the signal see F igure 3 9 The cameras were connected to a DVR at the site to save the recorded videos, and a battery powered all of the cameras and the DVR as it can be noticed from F igure 3 bout an hour for each intersection, the data collection time was started T h e data collection process ended when the cameras at the first intersection stopped recording, s ee T able s 3 1 Moreover, dat a were collected from directions, which were not recorded by cameras for both sites, but it was only for 15 minutes for each direction The post ed speed s are 30 mi/h and 45 mi/h in Starke and Jacksonville sites, respectively. and behavior. This arterial corridor has high percentages of trucks because it is major connector between I 75 near Gainesville and I 10 near Jacksonville. The speed lim it at this site is low at 30 mi/h T h e arterial corridor has one horizontal curve and a slight upgrade before the first intersection. Curves and segments length were determined from Google Earth More information about this site is provided in Table 3 2. This arterial corridor has high percentages of trucks because it is close to Jacksonville port. The speed limit at this site is relatively high at 45 mi/h, and this arterial corridor has one horizontal curve between the second and the third intersection and relatively flat throughout Curves and segments length were determined from Google Earth. More information about this site is provided in Table 3 3. Field Data Reduction As was mentioned in data collection section, data were collected for 3 and 2 hours for the Starke and the Jacksonville sites respectively. However, data have been reduced to one hour for each site, and the data reduction took into account all the information needed. Tables 3 4 and

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3 3 Table 3 5 show traffic volume for each direction For the Starke site, northbound was counted for one hour by using the cameras, while other directions were counted manually for 15 minutes and multiplied by four. The same method was applied for the Jacksonville site, but the direction that was counted for one hour by camera was eastbound. The number of trucks was only counted for the northbound and eastbound directions of the Starke and the Jacksonville sites, respectively, because those were primarily analysis directions. Cycle number, cycle start time, and c ycle end time are considered in data reduction because they are required in the HCM methodology that was used in this study to implement the HCM methodology and to determine the number of trucks that cross intersection during yellow or red indication s ee T able 3 6 and Table 3 7 S ignal green time was measured from the field, and it is shown in appendix A see Table A 1 and Table A 2 The yellow and red time for the Starke site are 3.5 seconds and 2 seconds, respectively, and the yellow and red time for the Jacksonville site are 3 seconds and 2 and the Jacksonville site are 140 seconds and 12 0 seconds for all intersections respectively. The n umber of trucks that passed yellow or red indication t rucks can be known by determining cycle ending time and truck crossing time. Moreover, trucks type is one of data reduction parameters f or data analysis purposes. Figure 3 10 shows trucks types tha t were u sed for trucks classification. After data was reduced, data analysis was done for both sites focusing on truck percentages, delay, stop rate and travel time Truck percentage s for the Starke and the Jacksonville sites are approximately 20 percent (northbound) and 12 percent (eastbound) respectively, and the highest portion of these pe rcentages was from the outer lane Also, the trucks were classified depe nding on their shapes

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34 as what was mentioned in data r eduction Table 3 8 and Table 3 9 reveal the percentages of each type of trucks in both sites. Saturation Flow Rate The saturation flow rate was determined directly from field measurement by the following procedure. V ehicles were recorded when front of vehicle cross es the stop line. The measurem ent period starts at the start of the green indication or when the front axle of the first vehicle in the queue crosses the stop line. Saturation flow rate was calculated only from the data recorded after the fourth vehicle in the queue passes the stop lin e. T he elapsed time was measured from the beginning of the green indication to the beginning of the yellow indication Each vehicle in the queue was co unted when its front axle passed the stop line and noted the time of crossing. The time wa s recorded for the fourth, fifth and the last vehicle in the stopped queue when its front axle passed the stop line. Then, the saturation flow rate was calculated for each cycle, the time that was recorded for the fourth vehicle was subtracted from the time that was re corded for the last vehicle in the queue. This value represented the sum of the headways for the fifth through nth vehicle, where n was the number of the last vehicle surveyed, which may have not b e e n the last vehicle in the queue. In this study the number of vehicles in the queue was 8. This sum was divided by the number of headways after the fourth vehicle, for example divided by ( n 4) to obtain the average headway per vehicle under saturation flow see E quation 3 1 The saturation flow rate is 3,600 (s/h) divided by this average headway see Equation 3 2 The average saturation flow rate for the Starke site and the Jacksonville site are shown in T ables 4 1 [TRB 2016 ] ( 3 1 ) ( 3 2 ) Start Up Lost T ime Traditional calculation of s tart up lost time ( S LT ) involves saturation headways. However, when the previous saturation headway was use d to calculate the S LT the result was sometimes negative if heavy vehicles existed in the queue. In the HCM, any headway affected by

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35 a heavy vehicle is not ideal. I collection, many other factors aff ect the headways and their measurements, such as drivers, vehicles and traffic environment. Thus, in this study, the observed saturation headway is defined as basic saturation headways [Ma and Lu, 2016] Generally, the first four headways of each cycle are ignored which are considered to include startup lost time Thus, for e ach cycle, headways from the 5 th vehicle to the one followed by a heavy vehicle are included to calculate the saturation headway For example, if there is a truck at the 8 th position i n the queue, then the headway is calculated from 5 th vehicle to the 7 th vehicle [Ma and Lu, 2016]. The basic saturation headway can be calculated using the following equation: ( 3 3 ) Where, = The basic saturation headway (s) = The headway of the j th vehicle before the heavy one (s) The number of vehicles in each cycle which are involved in this calculation; and = The total number of cycles observed. ( 3 4 ) Where, = S tart up lost time for each case (s) =The headway of the j th vehicle in the queue of ach cycle (s) ; and = The number of cycles.

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36 In order to distinguish the influences brought by the different locations of heavy veh icles in a queue, all observed signal cycles are divided into four categor ies before the calculation of S LT [Ma and Lu, 2016]. The classification is shown as below This procedure yielded a result similar to the Washburn and Cruz Casas ( 2007 ) study when the queue had only passenger cars. In this study, the average time for the front axle of vehicle 4 to cross the stop bar was ignored, while it was a parameter of the Washburn and Cruz Casas ( 2007 ) study. Also, in this study, SLT was computed for each case of the following cases, and then, they were summed together to give the overall SLT However, in the Washburn and Cruz Casas ( 2007 ) study, the SLT calculated for each cycle by using the frequency of vehicle types. Case 1: one or more heavy vehicles ar e among the first four vehicles at the red light, but none among the latter vehicles; Case 2: one or more heavy vehicles are among the 5th vehicle and followed vehicles at the red light, but none among the first four vehicles; Case 3: one or more heavy veh icles are both among the first four vehicles and the latter vehicles; and Case 4: no heavy vehicles were among a queue at the red light. S tart up lost time for each case is calculated separately and then multiplied by their corresponding percentage of e ach case to obtain an overall S LT ( 3 5 ) Where, = Overall start up lost time (s) = The S tart up lost time of each case (s) ; and = The percent of each case in a period of time.

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37 Stop Delay There are a number of techniques for measuring delay, including a test car survey, vehicle path tracing, input output analysis, and queue counting. The first three techniques tend to require more time to implement than the last technique but provide more accurate delay estimate s. They are often limited to sampling when implemented manually. They may be more appropriate when oversaturated conditions are present. The first two techniques can be used to estimate delay on either a movement basis or a lane group basis. The last two t echniques are more amenable to delay measurement on a lane group basis. This study focused on stop delay because measuring the delay during deceleration and acceleration is very difficult without sophisticated tracking equipment [TRB 2016 ] The stop delay was determined from field measurement by the following procedure. The observation started from the beginning of red indication until the following red indication. During the red indication, the number of stopped vehicles and the time for each vehicl e were recorded for both lanes. Then, when the signal turns green, the number of crossing vehicles without stopping was counted until the red indication started. To calculate the stopped delay, the total waiting time for all of the stopped vehicles was div ided by the total number of crossed vehicles see Equation 3 6 This procedure was applied to ten cycles, and then the average was measured for each inte rs ection at both sites. Table 4 4 and Table 4 5 display stopped delay for both sites. ( 3 6 ) Where, d stop = Stop delay (s) = Total waiting time for stopped vehicles (s)

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38 = Total Vehicles per cycle. Stop Rate Stop rate was calculated from the field by counting the number of stopped vehicles at the signal during red indication for each lane, and this number divided by the total number of served vehicles see Equation 3 7 It was calc ulated for 10 cycles by doing a cycle and skipping 2 cycles till the end of the study hour and the average was taken as the final stop rate for each intersection see Table 4 6 and Table 4 7 ( 3 7 ) Where, h = Stop rate. = Number of stopped vehicles. = Total number of served vehicles. Travel Time The travel time for each vehicle was measured by subtracting the time when the vehicle entered the segment from the time when it left the segment see Equation 3 8 The travel time was calculated for most of the vehicles that went through the intersections dur ing the study hour. The travel time was averaged for all test runs to obtain an average segment travel time. This average can be divided into the segment length to obtain an estimate of the average travel speed. ( 3 8 ) Where, TT = Travel time (s) = Time v ehicle cross es stop bar on approach entering 4 th intersection. at 1 st intersection.

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39 Running S peed Running time was calculated for 25 different vehicle types from different cycles for each segment by tracking each vehicle and counting its time excluding waiting time and the segment length was found from Google earth. T hen the running speed was calculated by the following equation After that, average running speed was taken as a segment running speed ( 3 9 ) Where, S R = Running speed (mi /h) = Segment length (ft) = Running time (s)

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40 Figure 3 1 US 301 and Hwy 100 i ntersection, s ource: Google Earth Figure 3 2 US 301 and W Pratt St. i ntersection, s ource: Google Earth

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41 Figure 3 3 US 301 and W Washington St. i ntersection, s ource: Google Earth Figure 3 4 US 301 and W Brownlee St. i ntersection, s ource: Google Earth

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42 Figure 3 5 US 1 and Canal St. intersection, s ource: Google Earth Figure 3 6 US 1 and Fairfax St. intersection, s ource: Google Earth

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43 Figure 3 7 US 1 and Myrtle Ave. intersection, s ource: Google Earth Figure 3 8 US 1 and Moncrief St. intersection, s ource: Google Earth

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44 Table 3 1 Data collection i nformation Data c ollection Starke Jacksonville Directio n Northbound Eastbound Period 3 hours 2 hours Day Tuesday Thursday Start 11:3 0 A .M. 12:38 P.M End 14:30 P.M. 14 :42 P.M. Table 3 2 Intersections c haracteristics at Starke Intersections c haracteristics Intersection 1 Intersection 2 Intersection 3 Intersection 4 Intersection width ( ft. ) 112 60 65 85 Intersection grade (%) 2.2 1.5 0 0 Segment length ( ft. ) 450 1360 890 400 Number of lanes 3 3 3 3 Interruption by other directions High Low Low High Northbound traffic demand (veh) 920 1076 1172 1020 Eastbound and westbound demand (veh) 840 200 60 465 Truck Percentage (%) 20 18 18 19 Average queue length (veh) 7.4 3.3 1.4 2.9 Table 3 3 Intersections c haracteristics at Jacksonville Intersections c haracteristics Intersection 1 Intersection 2 Intersection 3 Intersection 4 Intersection width ( ft. ) 133 120 115 106 Intersection grade (%) 1.6 0 0 0 Segment length ( ft. ) 1228 3246 3260 765 Number of lanes 3 3 4 4 Interruption by other directions Intermediate Low Intermediate Intermediate Eastbound traffic demand (veh) 714 845 948 1080 North and southbound demand (veh) 516 234 492 432 Truck Percentage (%) 12 12 11 10 Average queue length (veh) 4.4 4.6 3.0 2.2

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45 Figure 3 9 Data collection e quipment source: Alrashidy, 2018

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46 Table 3 4 Traffic volume d ata (Starke) US 301 and SR 100 (Intersection1) Movement Travel direction R ight (veh/h) T hru (veh/h) L eft (veh/h) Total NB 6 845 69 920 NB (Trucks) 0 167 16 183 SB 66 747 81 894 EB 84 180 132 396 WB 48 231 165 444 US 301 and Pratt St. (Intersection2) Movement Travel direction Right (veh/h) Thru (veh/h) Left (veh/h) Total NB 5 1055 16 1076 NB (Trucks) 0 191 1 192 SB 1 276 0 277 EB 55 5 40 100 WB 70 0 30 100 US 301 and Washington St. (Intersection3) Movement Travel direction Right (veh/h) Thru (veh/h) Left (veh/h) Total NB 3 1113 56 1172 NB (Trucks) 0 209 0 209 SB 0 780 3 783 EB 42 0 3 45 WB 0 6 9 15 US 301 and SR 16 (Intersection4) Movement Travel direction Right (veh/h) Thru (veh/h) Left (veh/h) Total NB 108 823 89 1020 NB (Trucks) 13 177 5 195 SB 6 630 36 672 EB 111 120 27 258 WB 3 165 39 207

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47 Table 3 5 Traffic volume d ata (Jacksonville) US 1 and Canal St. (Intersection1) Movement Travel direction Right (veh/h) Thru (veh/h) Left (veh/h) Total EB 50 645 19 714 EB (Trucks) 2 81 5 88 WB 50 645 19 714 NB 126 120 84 330 SB 18 78 90 186 US 1 and Fairfax St. (Intersection2) Movement Travel direction Right (veh/h) Thru (veh/h) Left (veh/h) Total EB 34 796 15 845 EB (Trucks) 2 102 0 104 WB 34 796 15 845 NB 60 60 30 150 SB 0 42 42 84 US 1 and Myrtle St. (Intersection3) Movement Travel direction Right (veh/h) Thru (veh/h) Left (veh/h) Total EB 39 882 27 948 EB (Trucks) 0 106 0 106 WB 39 882 27 948 NB 66 144 72 282 SB 30 126 54 210 US 1 and M oncr i e f (Intersection4) Movement Travel direction Right (veh/h) Thru (veh/h) Left (veh/h) Total EB 24 1031 25 1080 EB (Trucks) 0 109 0 109 WB 24 1031 25 1080 NB 42 84 36 162 SB 36 66 168 270 Table 3 6 Signal d ata Starke s ite Number of c ycles 26 25 23 28 Start t ime 12:46:45 12:47:28 12:47:06 12:47:40 End t ime 13:46:05 13:50:05 13:54:21 13:52:04

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48 Table 3 7 Signal d ata Jacksonville s ite Number of c ycles 31 31 28 32 Start t ime 12:39:22 12:40:00 12:39:01 12:39:08 End t ime 13:40:01 13:41:08 13:42:22 13:42:06

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49 Figure 3 10 Trucks t ypes

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50 Table 3 8 Truck percentage per type for Starke site Number Truck t ype Percentage 0 Other 6% 1 Truck with no trailer 1% 2 Truck with vehicle trailer 3% 3 Truck with flatbed trailer 12% 4 Truck with closed trailer 58% 5 Truck with double closed trailer 1% 6 Truck with tanker trailer 3% 7 Single unit truck 11% 8 RV 5% Table 3 9 Truck percentage per type for Jacksonville site Number Truck t ype Percentage 0 Other 4% 1 Truck with no trailer 15% 2 Truck with vehicle trailer 7% 3 Truck with flatbed trailer 2% 4 Truck with closed trailer 42% 5 Truck with double closed trailer 0% 6 Truck with tanker trailer 3% 7 Single unit truck 26% 8 RV 1%

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51 CHAPTER 4 RESULTS AND ANALYSIS This chapter illustrates the HCM methodology parameters and factors, and it summarizes and compares the field results and the HCM methodology results Key evaluation measurements for this analysis were inters ection delay, the stop rate, travel time and running speed The evaluation measurements were calculated separately for each intersection and segment northbound for the Stark e site and eastbound for the Jacksonville site. The calculation was done for all intersections and segments at both sites in two different methods: with the HCM def ault values and with the measured field values because evaluators depend on the HCM default value to calculate evaluation measurement, and they do not collect all the required data from the field. After using these methods, the evaluators will recognize the sensitivity of these values HCM Methodology R esults In order to obtain results similar to what was calculated from the field, many data and factors were determined from the field such as intersection geometry, traffic characteristics, approach data, detection data, work zones, and signal information. Some factors can be estimated by using t he HCM's equations, and some cannot because they were estimated from previous studies or micro s imulation software. Factor s that could not be calculated from the HCM's equations (e.g., acceleration rate, deceleration rate, and stop threshold speed) w ere modified until the results became similar or very close to what were found from the field. These factors are the main objectives of this study because the HCM's methodology and the previous estimations of the factors are not accurate with a high percentag e of trucks. The results from the field and from the HCM methodology became relative or matched when the field data, calculated factors, and modified factors were used in the HCM methodology. The following parameters were calculated by using the HCM's equa tions and the calculation only for Starke site, intersection1 unless

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52 another intersection is mentio ned at the factor subsection O results are shown in T able 4 1 Platoon Ratio: For calculating platoon ratio, proportion of vehicles arri ving during green indication with Equation 4 1 effective green time and cycle length need to be calculated Also, two different variables need to be measured in order to calculate proportion of arriving at green indication number of vehicles arrived at g reen and number of vehicles arrived at red indication. The n umber of vehicles that arrived during green indication was 164 vehicles, and the number of vehicles that arrived during red indication was 117 vehicles in ten cycles, which were about fifteen minutes When the proportion of arriving on green was calculated, it was divided by the proportion of the effective green time 65 s to cycle length 140 s. The platoon ratio for a movement group was calculated with E quation 4 2 Platoon r atio is one of the variables that affect s d elay, stop rate and tr avel time ; if the platoon ratio increase s the delay, stop rate, and travel time decrease. So it is considered a sensitive variable for the study evaluation measurement s because it indicates the progression quality and if the progression is poor or unfavorable the cycle failure happens. Then, the delay, stop rate and travel time are affected. It needs to be calculated in order to obtain an accurate estimation from the HCM methodology ( 4 1 ) ( 4 2 ) Upstream Filtering Adjustment Factor: Two parameters are required to calculate upstream filtering adjustment factor, volume and capacity. However, in order to compute capacity, another three variables are required :

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53 saturation flow rate, effective green time and cycle length. These variable value s are 1201 veh/h/ln, 65 s and 140 s, respectively. The value for volume to capacity ratio, X, was calculated per Equation 4 4 after calculating c with Equation 4 3 Then, t he upstream filtering adjustment factor I was computed with Equation 4 5 for intersection 2 of the Starke site. Upstream filtering adjustment factor has an impact and it is considered a s ensitive variable because it decreases with increasing volume to capacity ratio, which can reduce cycle failure frequency and resulting delay. ( 4 3 ) ( 4 4 ) ( 4 5 ) Lane Utilization Adjustment Factor: Lane utilization adjustment factor requires three variables : demand flow rate for movement group, demand flow rate in the single exclusive lane with the highest flow rate of all exclusive lanes in movement group, and number of exclusive lanes. Truck percentage is not considered in this estimation. These variables are 9 20 veh/h, 435 veh /h/ln for inner lane, and the number of lane are 2 lanes. It was es timated by utilizing Equation 4 6 It is also considered one of the s ensitive variables, and it affect s delay, s top rate, travel time and running speed because it is one of adjusted saturation flow rate factors ( 4 6 )

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54 Intersection Peak Hour Factor: Peak hour factor was computed with E quation 4 7 and it required count of vehicles for one hour and count of vehicles during the peak 15 minutes period. Peak hour factor does not have an influence on delay, stop rate or ravel time. ( 4 7 ) Adjustment for Heavy Vehicles Adjustment for heavy vehicles required only heavy vehicles percentage and approach grade. The truck s percentage was 20 percent and the grade from Google earth profile was 2.2 percent and 1.5 percent for Starke site intersections 1 and 2 and the intersections 3 and 4 grade was zero pe rcent Jacksonville intersection grades were zero percent for all intersection except intersec tion1 ( 1.6 percent ) The v alue of this factor was calculated with Equation 4 8 Heavy vehicles adjustment factor plays an important role of increasing or decreasi ng delay, stop rate, running speed, and travel time because it is one of saturation flow rate adjustment factors but the calculated heavy vehicle adjustment factors were higher than what was found from the field see T able 4 2 T he effect of saturation fl ow rate was mentioned at saturation flow rate subsection. Thus, it is a sensitive variable to the study measurements, delay, stop rate running speed, and trav el time ( 4 8 ) Adjustment for heavy vehicles was estimated by the previous equation for all of the intersections, but the estimated values did not yield an adjusted saturation flow rate similar to what was measured from the field. The adjustment for heavy vehicle values that yielded an adjusted saturation flow rate value s imilar to the field value were calculated by equalizing the HCM adjusted S with the field S Then, t he division of the se values (i.e., base S and field S )

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55 provides For example, if the field S is 1200 veh/h/ln and the HCM adjusted S is 1900 veh/h/ln multiplied by then the value will be determined by dividing 1200 veh/h/ln on 1900 veh/h/ln, see T able 4 2 Also, there was no big difference between the heavy vehicles adjustment fact or that was calculated by E quation 4 8 and the Equation 4 9 before it was developed [Dowling, 2014] ( 4 9 ) Saturation Flow Rate and Start Up Lost Time The HCM default base saturation flow rate, S is 1900 veh/h/ln, and the measured adjusted value for Starke and Jacksonville site s were 1606 and 1707 veh/h/ l n respectively The adjusted saturation flow rate s, which were found from the field data analysis, were 1200 and 1500 veh/h/ln. T he difference s between them were large about 400 veh/h/ln and 200 veh/h/ln The main reason for this reduction is the increase of trucks percentage because all of other factors that affect adjusted saturation flow rate are similar to the base conditions except adjustment factor for heavy vehicl e which impacts by trucks percentage Thus the only parameter that needs to be modified is the base saturation flow rate in order to come up with a similar adjusted saturation flow rate. Moreover, truck percentages we re plotted versus the S and they had a good correlation as it can be seen in F igur e 4 1 and Figure 4 2 As it can be noticed from Figure 4 2, there is such a wide spread of values for 0% trucks, that is because the values depend on the vehicle types such as pick up truck or sedan or any other types because the acceleration rate is different from type to type Also, the driver reaction plays an important role of the differential. Some of the values are exactly the same; thus, some points are on top of one another in the plot. The first intersection had slight upgrade of 2.2%, whereas

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56 others were level. T he S LT in the HCM is default to a value of 2 seconds, but with a high percentage of trucks, this value is not realistic, as found by Washburn and Cruz Casas (2007) The S LT values that were found from the field data were higher than the HCM default values, see T able 4 3 Saturation flow rate has a significant impact on the delay, stop rate and travel time because it is one of capacity parameter s and if it increase s the capacity increase s see Equation 4 10 It ha s a direct impac t on the capacity and indirect impact on the mentioned evaluation measurements I f S affects on the capacity the capacity effect s on delay, stop rate and travel time The capacity has an inverse relationship with delay : if it increases, the delay decrease s and if it decrease s, the del ay increase s see E quation 4 11 Because of that when the base S was 1900 veh/h/ln, the delay, stop rate and travel time were underestimated. Also, SLT impacts on the capacity because it is used for calculating effective green time. If it increases, the c apacity increases, and if it decreases the capacity decreases, see Equation 4 10 The SLT value in the HCM is small compared with field value and if a small value is used, the effective green time increase s Then, i f effective green time increases, the capacity increases. ( 4 10 ) Where, c = capacity (veh/h) S = Saturation flow rate N = number of lane g = Effective green time (s) C = Cycle length (s).

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57 ( 4 11 ) Where, d 1 = Uniform delay (s/veh) v = Traffic volume (veh/h) ( 4 12 ) ( 4 13 ) Where, = Analysis period (h) = V olume to capacity ratio = Incremental delay factor = Upstream filtering adjustment f actor = C apacity (veh/h) ( 4 14 ) Intersection Delay The uniform delays that were estimated from the HCM methodology were compared with the stop delays, which were calculated from the field. As i t can be observed from T able 4 4 the

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58 HCM result s were completely different because the HCM def ault values such as S and S LT were different from the field value. However, when the measured S and S LT were utilized and some factors were revised such as heavy vehicle adjustment factor, the uniform delay became similar to the field stop d elay as it is shown in T able 4 5 T he percentages difference s between field result and the HCM with defau lt values re sult were high. The percentage s differences for the Starke site were 90.4 percent + 2 8.6 percent 72 percent and 48 .5 percent for intersections 1, 2, 3, and 4 respectively, see T able 4 4 The capacity was almost the same for all intersections because the saturation flow rate and the number of lanes were the same, but the difference between these values happened because of the length of the cycles and the effective green time On the other h and, when the values that were calculated from the field were used in the the HCM methodology instead of the default values, the results became similar or so close to field results with lower percentage d ifference s The percentage difference s after applying field values are 1.3 percent 6.9 percent 5.7 percent and 3.2 percent for intersections 1, 2, 3, and 4 respectively see Table 4 5 Also, in the second and third intersections, the delays were underestimated because the interruption level from other directions was low When the interruption level is low, the cycle and the green time increase, and when they increase the delays decreas e, see Table 3 2 The Jacksonville site had a similar pattern of the Starke s it e with different values, as it is shown in T able 4 4 and T able 4 5 The percentage difference s were lower than what was found from the Starke site because the truck s percentage in the Jacksonville site was less than the truck s percentages in the Starke site and S was higher. The percentage differences were 18.9 percent 3.9 percent 30.1 percent and 40 percent for intersections 1, 2, 3, and 4 respectively

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59 but when the field values had been utilized the results improved, and the percentage difference s be came 1. 2 percent 2.9 percent 13.3 percent, and 0 percent, see T able 4 5 Stop Rate The two estimation methods, calculating the stop rate with the HCM default values and calculating the stop rate with the fiel d values, were done with the HCM methodology and a similar pattern of the delay was observed. The stop rate s were different than the fie ld result when the HCM default values was applied, and when the field values were utilized, the stop rate s became close and similar to the field stop rate s Tables 4 6 and T able 4 7 show the difference s between the two methods. For the Stake si te, the result improved by 28.6 percent for intersection 1 when the field data was entered, while the other intersections remain ed the same. For the Jacksonville site, interse ction s 1 and 3 improved by 28.6 percent and 66.7 percent and intersections 2 and 4 stay ed the same before and after applying the field data because most of them matched the field results When the intersection has a low level of traffic interruption, the stop rate decrease and vice versa ; see T able 3 2 and T able 3 3 Running Speed Running speeds were estimated with the HCM methodology (see the fol lowing sample calculation) Base Free Flow Speed Equation 18 3 in the HCM has been calibrated using data for many urban street segments collectively located throughout the U.S., so the default value of 0.0 mi/h for is believed to yield results that are reasonably representative of driver behavior in most urban areas The speed constant ( the adjustment for cross section ( adjustment for access points ( and adjustment of on street parking ( were found from exhibit 18 11 in from the HCM.

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60 ( 4 15 ) ( 4 16 ) Adjustment f or Signal Spacing B ase free flow speed ( was calculated from with the previous Equation 4 16 and the distance between adjacent signalized intersections ( was measured by using Google Earth ( 4 17 ) ( 4 18 ) Free Flow Speed B ase free flow speed ( and adjustment for signal spacing ( we re calculated with Equation 4 16 and Equation 4 18 respectively. ( 4 19 ) ( 4 20 ) Adjustment f or Vehicle Proximity The mid segment demand flow rate and the number of the through lanes on the segment in the subject direction of travel were found from the field, and the free flow speed w as calculated with Equation 4 20 ( 4 21 )

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61 ( 4 22 ) Segment Running Time Start up lost time ( segment length ( and the number of influential access point approaches along the segment ( were measured from the field, and the control type adjustment factor ( calculated with Equation 18 8 from the HCM. T he delay due to left and right turns from the street into access point intersection ( was found from exhibit 18 13 in the HCM. The delay due to other sources along the segment (e.g., curb parking or pedestrians) ( was zero because there was no parking along the segment and no pedestrian or bicycle yield ing in the middle of the segments O ther factors such as delay due to driver maneuver s and delay due to horizontal or vertical curves were not apparent from the field data/observations ( 4 23 ) ( 4 23 ) Running Speed: The segment length ( L ) was measured by using the Google Earth, and the segment running time ( ) was calculated with the previous equation. ( 4 24 ) ( 4 25 )

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62 Running time s were measured for 25 different vehicles for each segment from different cycles. After that, segment length s were found and then the running speeds were computed by using Equation 4 25 Then, t he field running speed s were compared with the HCM running speed s The running speed s for the Starke site were more than the posted speed limit 30 mi/h by 1 mi/h, except the last segment was less than the speed l imit, by 7 mi/h, because it is a sho r t segment and the length of the segment has a large impact on the running speed as explained below The running speeds for the Jacksonville site were less than the posted speed limit of 45 mi/h by 2 mi/h for segment 1 and 2 and by 9 mi/h for the third segment Per the HCM methodology, the running speed is proportional to the link length : if the distance between intersections increases the running speed increases and opposite is true see T able 3 2 and T able 3 3 Running speed s calculated per the HCM methodology were similar to the measured running speed from the field except for short segments see T able 4 8 The HCM models are macroscopic in nature, and thus are not sensitive to microscopic character istics such as passing and lane changing maneuvers These maneuvers often increase as the percentage of trucks increase. Also, it is not sensitive to the vehicle characteristics such as acceleration or deceleration rate for all vehicles These factors may result in a reasons of reduc ed running speed in the field, in addition to lower truck acceleration rate s, relative to passenger car s Travel Time Field travel times were 78 seconds and 134 seconds for the Starke and the Jacksonville sites, respectively T he travel times that were estimated from the HCM methodology with the HCM default value (i.e., base S and SLT ) were 73.1 seconds and 112.3 seconds. The percentage differences were 6.5 percent and 17.6 percent for the Sta r ke and the Jackso nville sit e s,

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63 sequentially. Also, the travel times were affected slightly when the field measured saturation flow rate and the start up lost time were used in the HCM methodology T he travel times that were calculated from HCM methodology were improved by 2.3 percent and 1.5 percent see T able 4 9 and T able 4 10

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64 Table 4 1 Factors calculated with HCM e quations Factor Starke Intersection Jacksonville Intersection 1 2 3 4 1 2 3 4 Platoon Ratio 1.2 0 1.4 0 1.6 0 2 .00 1.4 0 1.1 0 1.6 0 2 .00 Upstream Filtering 1 .00 0.45 0.64 0.37 1 .00 0.69 0.84 0.74 Lane Utilization adjustment 1 .1 0 0.9 0 0.96 1.1 0 1 .1 0 1 .1 0 0.91 1 .00 Peak Hour Factor 0.85 0.76 0.93 0.93 0.85 0.93 0.85 0.89 Heavy Vehicle adjustment 0.83 0.85 0.86 0.85 0.90 0.91 0.91 0.92 Table 4 2 Heavy vehicle a djusted f actor Starke Jacksonville f HVg Estimated f HVg actual Difference f HVg Estimated f HVg actual Difference Intersection1 0.83 0.63 0.2 0 0.9 0 0.71 0.19 Intersection2 0.85 0.65 0.2 0 0.91 0.85 0.06 Intersection3 0.86 0.65 0.21 0.91 0.83 0.08 Intersection4 0.85 0.63 0.22 0.92 0.84 0.08 Table 4 3 Saturation flow rate and start up lost t ime Intersection# Starke Jacksonville S (veh/h/ln) S LT (s ) S (veh/h/ln) S LT (s ) 1 1201 4.6 1341 4.1 2 1244 3 .0 1614 5 .0 3 1244 3 .0 1580 4.3 4 1200 4 .0 1610 3.7 Figure 4 1 Saturation flow rate versus percentages of trucks in q ueue for 29 queues from all intersections (Starke ) R = 0.8896 0 500 1,000 1,500 2,000 0% 20% 40% 60% 80% 100% S (veh/h/ln) Trucks Percentage Intersection 1 Intersections 2 and 3 Intersection 4

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65 Figure 4 2 Saturation flow rate versus percentages of trucks in q ueue for 24 queues from all intersections (Jacksonville ) R = 0.9149 0 500 1,000 1,500 2,000 2,500 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% S (veh/h/ln) Trucks Percentage Intersection 1 Intersection 2 Intersection 3 Intersection 4

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66 Table 4 4 Delay with the HCM d efault v alues Intersection # Starke Jacksonville Field (s/veh) HCM (s/veh) Field (s/veh) HCM (s/veh) 1 15.1 5.7 17.3 14.3 2 1.5 2 .0 10.5 10.1 3 1.7 0.8 4.2 3.1 4 6.4 3. 9 3.3 2.2 Table 4 5 Delay with the field v alues Intersection # Starke Jacksonville Field (s/veh) HCM (s/veh) Field (s/veh) HCM (s/veh) 1 15.1 15.3 17.3 17.5 2 1.5 1.4 10.5 10.2 3 1.7 1.8 4.2 4.8 4 6.4 6.2 3.3 3.3 Table 4 6 Stop rate with the HCM default v alues Intersection # Starke Jacksonville Field (stops/veh) HCM (stops/veh) Field (stops/veh) HCM (stops/veh) 1 0.4 0.3 0.4 0.3 2 0.1 0 .1 0.4 0.2 3 0.1 0 .1 0.3 0.1 4 0.2 0.2 0.1 0.1 Table 4 7 Stop r ate with the field v alues Intersection # Starke Jacksonville Field (s tops/veh) HCM (stops/veh) Field (stops/veh) HCM (stops/veh) 1 0.4 0.4 0.4 0.4 2 0.1 0 .1 0.4 0.2 3 0.1 0 .1 0.3 0.2 4 0.2 0.2 0.1 0.1

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67 Table 4 8 Running s peed Segment # Starke Jacksonville Field (mi/h) HCM (mi/h) Field (mi/h) HCM (mi/h) 1 35.9 31.1 42.2 42.8 2 34.5 31.4 40.3 42.7 3 33.3 23.4 41.4 35.7 Table 4 9 Travel time with the HCM default v alues Intersection # Starke Jacksonville Field ( s ) HCM (s ) Field (s ) HCM (s ) Facility 78 73.1 134 112.3 Table 4 10 Travel time with the field v alues Intersection # Starke Jacksonville Field (s ) HCM (s ) Field (s ) HCM (s ) Facility 78 74.8 134 114

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68 CHAPTER 5 SUMMARY This project compared delay s stop rate s running speeds, and travel times, which were determined from the field and the HCM methodology for two dif ferent arterial corridors with high percentage s of trucks. Each corridor has specific features such as s peed limits, segments length, number of lanes, and percentages of trucks. Delay s stop rate s and travel time s were under estimated when the HCM default values were utilized. Then, after applying the field values such as S and S LT in the HCM methodology, the HCM methodology results matched the field results. Consequently the S and the S LT play an important role in the results improve ment because the high percentage s of trucks redu ced the S and increased the S LT The measured saturation flow rates were 1200 veh/h/ln and 1500 veh/h/ln for the Starke and the Jacksonville sites, respectively, and these values were not close to the HCM S The vehicle type had an impact on the saturation flow rates, and the results displayed in this study were based on applying the same procedure for saturation headway as provided in the HCM; that was the average headway of vehicles in position five throug h eigh t o f the queue. I t was found that in some situat ions the saturation headway increase d, and in others, it decrease d depending on queue length and trucks position In this study, it was found that trucks in the first few locations of the queue impact not only the start up lost time but also the saturation headway of sh ort queues. This result possibly reflects the fact that start up lost time extends behind the fourth vehicle in the queue, as it is expected that saturation headway would ultimately reach a relatively consistent value if the queue is sufficiently long enough. The increase of SLT due to trucks in some or all of the first four positions of the queue can be calculated utilizing the percentages of trucks in queue The SLT for several queues t hat consisted of only passenger car s is 2 .0 seconds, which is the same as the HCM recommended

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69 value This value increases accordingly with an increase in truck percentage, reaching a value of approxi mately 4.6 and 5 seconds for 20 percent and 12 percent of trucks in the traffic stream respectively Moreover, this study illustrated the sensitivity of factors, which were used for c alculating delay, stop rate travel time and running speed The sensitive parameters were saturation flow rate, start up lost time, platoon rati o, heavy vehicle adjustment f actor upstream filtering adjustment factor, and lane utilization adjustment factor Also, there were other influences such as cycle length and phase time For example, if the cycle time is less or more than t he optimal cycle length a delay time increases, and if the phase time for one direction increases, a delay happens for other directions Sensitive parameters and factors should be measured/ calculated fro m the field in order to obtain results from the HCM methodology similar to the field results, while i nsensitive parameters do not require field measurement, as the results do not change significantly even if the HCM default values are utilized in the HCM methodology. The h eavy vehicle adjustment factor plays an important role of increasing or decreasi ng delay, stop rate, and travel time because it is one of saturatio n flow rate adjustment factors. The heavy vehicle adjustment factors that were determined from the field were lower than what were calculate d with the HCM equations before and after the equation was develop ed, Equation 4 8 and Equation 4 9 So the heavy vehicle adjustment factor equation need s to be revised in order to yield a saturation flow rate similar to field saturation flow rate. Thus, delays, stop rate s and travel time s were low when the HCM default values were applied, while they became similar to the field results when some pa rameters such as S and SLT were revised to be consistent with field values The adjusted S equation and S LT default value that were recommended in the HCM require improvement for better accuracy by improving

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70 some factors such as heavy vehicle adjustment factor The field measured values of saturation flow rate were consistently much less than the HCM calculated values for any queues that were not 100% passenger cars. Also, the default SLT needs to be increase d if the arterial corridor has a high percentage of trucks because most of SLT values that were found from the field were more than 2.0 seconds. This is co nsistent with the findings from Washburn and Cruz Casas ( 2010).

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71 APPENDIX A DATA COLLECTION, REDUCTION AND ANALYSIS Table A 1 Signal green time in seconds (s) for Starke site Movement Intersection 1 Intersection 2 Intersection 3 Intersection 4 SBL (s) 16 19 25 22 NB (s) 65 85 76 55 WBL ( s ) 23 --23 WB (s) 36 36 39 40 NBL (s) 19 17 25 22 SB (s) 62 87 76 55 EBL (s) 23 _ 23 EB (s) 36 36 39 40 Table A 2. Signal green time in seconds (s) for Jacksonville site Movement Intersection 1 Intersection 2 Intersection 3 Intersection 4 EBL (s) 16 16 16 14 WB (s) 48 60 57 55 SBL (s) 25 16 16 27 NB (s) 31 28 31 24 WBL ( s ) 16 16 16 18 EB (s) 48 60 57 51 NBL (s) 14 16 16 14 SB (s) 42 28 31 37

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72 Table A 3 Stop d elay for Starke s ite i ntersection 1 Intersection 1 Cycle Red Vehicle No. Outer Lane Inner Lane Delay(s) Start Stop stops starts stops starts 1/2 12:52:28 12:54:48 1 12:53:11 12:53:27 0:00:16 2 12:53:14 12:53:29 0:00:15 3 12:53:18 12:53:30 0:00:12 4 12:53:20 12:53:28 0:00:08 5 12:53:22 12:53:33 0:00:11 6 12:53:23 12:53:30 0:00:07 7 12:53:25 12:53:33 0:00:08 8 12:53:29 12:53:36 0:00:07 9 12:53:29 12:53:34 0:00:05 2/3 12:56:08 12:58:28 1 12:57:14 12:58:28 0:01:14 2 12:57:18 12:58:28 0:01:10 3 12:57:18 12:58:27 0:01:09 4 12:57:30 12:58:30 0:01:00 5 12:57:37 12:58:29 0:00:52 6 12:57:44 12:58:32 0:00:48 7 12:57:47 12:58:34 0:00:47 8 12:57:47 12:58:36 0:00:49 9 12:57:55 12:58:39 0:00:44 10 12:58:00 12:58:41 0:00:41 11 12:58:05 12:58:31 0:00:26 12 12:58:08 12:58:42 0:00:34 13 12:58:08 12:58:33 0:00:25 14 12:58:14 12:58:35 0:00:21 15 12:58:28 12:58:37 0:00:09 3/4 13:01:48 13:04:08 1 13:01:50 13:03:06 0:01:16 2 13:02:02 13:03:08 0:01:06 3 13:02:32 13:03:10 0:00:38 4 13:02:44 13:03:12 0:00:28 5 13:02:46 13:03:15 0:00:29 6 13:02:48 13:03:16 0:00:28 7 13:03:02 13:03:17 0:00:15 4/5 13:11:08 13:13:28 1 13:11:13 13:12:17 0:01:04 2 13:11:48 13:12:17 0:00:29 3 13:11:55 13:12:20 0:00:25 4 13:11:55 13:12:21 0:00:26 5 13:11:56 13:12:23 0:00:27 6 13:11:58 13:12:25 0:00:27 7 13:11:59 13:12:22 0:00:23 8 13:12:01 13:12:27 0:00:26 9 13:12:06 13:12:23 0:00:17 10 13:12:07 13:12:28 0:00:21 11 13:12:13 13:12:26 0:00:13

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73 Table A 3 Continued Intersection 1 Cycle Red Vehicle No. Outer Lane Inner Lane Delay(s) Start Stop stops starts stops starts 12 13:12:15 13:12:28 0:00:13 5/6 13:22:48 13:25:08 1 13:22:59 13:24:05 0:01:06 2 13:23:05 13:24:06 0:01:01 3 13:23:05 13:24:05 0:01:00 4 13:23:06 13:24:07 0:01:01 5 13:23:13 13:24:08 0:00:55 6 13:23:18 13:24:09 0:00:51 7 13:23:40 13:24:10 0:00:30 8 13:23:43 13:24:10 0:00:27 9 13:23:44 13:24:11 0:00:27 10 13:23:50 13:24:13 0:00:23 11 13:23:52 13:24:15 0:00:23 12 13:23:54 13:24:12 0:00:18 13 13:23:55 13:24:13 0:00:18 14 13:24:03 13:24:16 0:00:13 15 13:24:03 13:24:14 0:00:11 6/7 13:27:28 13:29:48 1 13:27:45 13:28:47 0:01:02 2 13:28:15 13:28:47 0:00:32 3 13:28:16 13:28:51 0:00:35 4 13:28:17 13:28:52 0:00:35 5 13:28:20 13:28:54 0:00:34 6 13:28:20 13:28:57 0:00:37 7 13:28:22 13:28:58 0:00:36 8 13:28:23 13:28:48 0:00:25 9 13:28:26 13:28:59 0:00:33 10 13:28:33 13:28:54 0:00:21 11 13:28:35 13:29:01 0:00:26 12 13:28:35 13:28:56 0:00:21 13 13:28:39 13:28:58 0:00:19 14 13:28:43 13:28:59 0:00:16 15 13:28:47 13:29:00 0:00:13 7/8 13:32:08 13:34:28 1 13:32:18 13:33:27 0:01:09 2 13:32:22 13:33:26 0:01:04 3 13:32:25 13:33:28 0:01:03 4 13:32:27 13:33:29 0:01:02 5 13:32:37 13:33:28 0:00:51 6 13:33:00 13:33:31 0:00:31 7 13:33:04 13:33:33 0:00:29 8 13:33:07 13:33:30 0:00:23 9 13:33:08 13:33:32 0:00:24 10 13:33:10 13:33:35 0:00:25 11 13:33:25 13:33:35 0:00:10 12 13:33:26 13:33:36 0:00:10

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74 Table A 3 Continued Intersection 1 Cycle Red Vehicle No. Outer Lane Inner Lane Delay(s) Start Stop stops starts stops starts 13 13:33:27 13:33:37 0:00:10 8/9 13:34:28 13:36:48 1 13:34:38 13:35:46 0:01:08 2 13:34:51 13:35:48 0:00:57 3 13:35:28 13:35:51 0:00:23 4 13:35:31 13:35:53 0:00:22 5 13:35:35 13:35:55 0:00:20 6 13:35:38 13:35:56 0:00:18 7 13:35:42 13:35:58 0:00:16 8 13:35:43 13:35:59 0:00:16 9/10 13:39:08 13:41:29 1 13:39:12 13:40:27 0:01:15 2 13:39:20 13:40:27 0:01:07 3 13:39:32 13:40:29 0:00:57 4 13:39:48 13:40:33 0:00:45 5 13:39:55 13:40:35 0:00:40 6 13:39:55 13:40:28 0:00:33 7 13:39:56 13:40:30 0:00:34 8 13:39:58 13:40:36 0:00:38 9 13:40:00 13:40:31 0:00:31 10 13:40:02 13:40:37 0:00:35 11 13:40:02 13:40:33 0:00:31 12 13:40:03 13:40:38 0:00:35 13 13:40:03 13:40:35 0:00:32 14 13:40:03 13:40:36 0:00:33 15 13:40:04 13:40:37 0:00:33 16 13:40:05 13:40:38 0:00:33 17 13:40:06 13:40:39 0:00:33 18 13:40:12 13:40:39 0:00:27 10/11 13:13:28 13:15:49 1 13:13:35 13:14:47 0:01:12 2 13:13:37 13:14:48 0:01:11 3 13:14:28 13:14:49 0:00:21 4 13:14:37 13:14:52 0:00:15 5 13:14:43 13:14:54 0:00:11

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75 Table A 4 Stop d elay for Starke s ite i ntersection 2 Intersection 2 Cycle Red Vehicle No. Outer Lane Inner Lane Delay Start Stop stops starts stops starts 1/2 12:47:09 12:49:29 1 12:47:18 12:47:29 0:00:11 2 12:47:23 12:47:31 0:00:08 3 12:47:27 12:47:31 0:00:04 4 12:47:28 12:47:32 0:00:04 5 12:47:29 12:47:33 0:00:04 6 12:47:29 12:47:34 0:00:05 2/3 12:49:29 12:51:49 1 12:49:53 12:49:55 0:00:02 2 12:49:54 12:49:55 0:00:01 3/4 12:51:49 12:54:10 1 12:52:04 12:52:16 0:00:12 2 12:52:05 12:52:18 0:00:13 3 12:52:08 12:52:20 0:00:12 4 12:52:12 12:52:22 0:00:10 5 12:52:14 12:52:24 0:00:10 6 12:52:15 12:52:27 0:00:12 4/5 12:56:29 12:58:49 1 12:56:39 12:56:45 0:00:06 2 12:56:39 12:56:47 0:00:08 3 12:56:42 12:56:46 0:00:04 4 12:56:44 12:56:49 0:00:05 5 12:56:45 12:56:48 0:00:03 5/6 13:05:49 13:08:09 1 13:06:03 13:06:14 0:00:11 2 13:06:06 13:06:13 0:00:07 3 13:06:09 13:06:16 0:00:07 4 13:06:10 13:06:14 0:00:04 5 13:06:11 13:06:17 0:00:06 6 13:06:12 13:06:17 0:00:05 7 13:06:13 13:06:19 0:00:06 8 13:06:14 13:06:18 0:00:04

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76 Table A 4 Continued Intersection 2 Cycle Red Vehicle No. Outer Lane Inner Lane Delay Start Stop stops starts stops starts 6/7 13:12:49 13:15:09 1 13:12:57 13:13:14 0:00:17 2 13:13:01 13:13:13 0:00:12 3 13:13:01 13:13:15 0:00:14 4 13:13:02 13:13:17 0:00:15 5 13:13:05 13:13:19 0:00:14 6 13:13:07 13:13:16 0:00:09 7 13:13:09 13:13:18 0:00:09 8 13:13:09 13:13:22 0:00:13 9 13:13:09 13:13:20 0:00:11 10 13:13:12 13:13:22 0:00:10 11 13:13:13 13:13:24 0:00:11 12 13:13:13 13:13:23 0:00:10 7/8 13:15:09 13:17:29 1 13:15:10 13:15:30 0:00:20 2 13:15:11 13:15:29 0:00:18 3 13:15:11 13:15:31 0:00:20 4 13:15:20 13:15:33 0:00:13 5 13:15:23 13:15:34 0:00:11 6 13:15:25 13:15:31 0:00:06 7 13:15:27 13:15:33 0:00:06 8/9 13:24:29 13:26:49 1 13:24:41 13:24:48 0:00:07 2 13:24:44 13:24:50 0:00:06 9/10 13:40:55 13:43:09 1 13:41:07 13:41:17 0:00:10 2 13:41:07 13:41:17 0:00:10 3 13:41:09 13:41:19 0:00:10 4 13:41:12 13:41:20 0:00:08 10/11 13:47:49 13:50:09 1 13:48:01 13:48:08 0:00:07 2 13:48:04 13:48:11 0:00:07 3 13:48:07 13:48:12 0:00:05

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77 Table A 5 Stop delay for Starke site i ntersection 3 Intersection 3 Cycle Red Vehicle No. Outer Lane Inner Lane Delay Start Stop stops starts stops starts 1/2 12:46:45 12:47:06 12:47:00 12:47:09 0:00:09 12:47:04 12:47:11 0:00:07 2/3 12:56:05 12:58:25 1 12:56:16 12:56:29 0:00:13 2 12:56:18 12:56:30 0:00:12 3/4 12:58:25 13:00:45 1 12:58:27 12:58:55 0:00:28 2 12:58:38 12:58:56 0:00:18 3 12:58:49 12:58:57 0:00:08 4 12:58:50 12:58:59 0:00:09 4/5 13:03:05 13:05:25 1 13:03:13 13:03:37 13:03:28 13:03:37 0:00:24 2 13:03:15 13:03:39 13:03:31 13:03:39 0:00:24 3 13:03:22 13:03:40 13:03:34 13:03:41 0:00:18 4 13:03:27 13:03:42 0:00:15 5 0:00:00 6 0:00:00 7 0:00:00 5/6 13:10:05 13:12:25 1 13:10:10 13:10:26 13:10:09 13:10:26 0:00:16 2 13:10:18 13:10:30 13:10:24 13:10:28 0:00:12 3 0:00:00 4 0:00:00 6/7 13:14:45 13:17:20 1 13:14:46 13:15:02 0:00:16 2 13:14:55 13:15:05 0:00:10 3 13:15:02 13:15:06 0:00:04 7/8 13:33:47 13:35:45 1 13:24:13 13:24:34 0:00:21 2 13:24:26 13:24:36 0:00:10 3 13:24:35 13:24:37 0:00:02 8/9 13:26:30 13:29:05 1 13:26:37 13:26:47 0:00:10 2 13:26:42 13:26:49 0:00:07 9/10 13:29:05 13:33:47 0:00:00 0:00:00 10/11 13:33:47 13:35:45 1 13:33:53 13:34:03 0:00:10 2 13:33:55 13:34:05 0:00:10 3 13:33:59 13:34:07 0:00:08 4 13:34:03 13:34:09 0:00:06

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78 Table A 6 Stop delay for Starke site i ntersection 4 Intersection 4 Cycle Red Vehicle No. Outer Lane Inner Lane Delay Start Stop stops starts stops starts 1/2 12:53:48 12:56:08 1 12:53:52 12:54:38 0:00:46 2 12:53:55 12:54:41 0:00:46 3 12:54:00 12:54:42 0:00:42 4 12:54:02 12:54:43 0:00:41 5 12:54:13 12:54:45 0:00:32 6 12:54:37 12:54:47 0:00:10 7 12:54:38 12:54:48 0:00:10 2/3 12:56:08 12:58:28 1 12:56:15 12:56:55 0:00:40 2 12:56:48 12:56:57 0:00:09 3 12:56:48 12:56:58 0:00:10 4 12:56:55 12:57:01 0:00:06 3/4 13:05:28 13:07:48 1 13:05:35 13:06:34 0:00:59 2 13:06:05 13:06:37 0:00:32 4/5 13:07:48 13:10:08 1 13:08:07 13:08:42 0:00:35 2 13:08:22 13:08:41 0:00:21 3 13:08:23 13:08:44 0:00:21 4 13:08:24 13:08:45 5 13:08:25 13:08:43 5/6 13:14:47 13:17:06 1 13:14:47 13:15:55 0:01:08 2 13:14:51 13:15:57 0:01:06 3 13:14:53 13:15:59 0:01:06 4 13:15:14 13:16:00 0:00:46 5 13:15:16 13:16:01 0:00:45 6 13:15:19 13:16:02 0:00:43 6/7 13:31:08 13:33:28 1 13:31:15 13:32:11 0:00:56 2 13:31:32 13:32:13 0:00:41 3 13:31:47 13:32:16 0:00:29 7/8 13:40:28 13:42:47 1 13:40:38 13:41:14 0:00:36 2 13:40:40 13:41:16 0:00:36 3 13:40:45 13:41:14 0:00:29 4 13:40:49 13:41:19 0:00:30 5 13:40:57 13:41:17 0:00:20 6 13:40:59 13:41:19 0:00:20 8/9 13:49:48 13:52:08 1 13:50:13 13:50:59 0:00:46 2 13:50:20 13:50:59 0:00:39 3 13:50:45 13:51:00 0:00:15 4 13:50:46 13:51:02 0:00:16 5 13:50:48 13:51:00 0:00:12 6 13:50:49 13:51:04 0:00:15 7 13:50:56 13:51:02 0:00:06

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79 Table A 6 Continued Intersection 4 Cycle Red Vehicle No. Outer Lane Inner Lane Delay Start Stop stops starts stops starts 9/10 13:03:08 13:05:28 1 13:03:18 13:04:11 0:00:53 2 13:03:21 13:04:14 0:00:53 3 13:03:53 13:04:15 0:00:22 4 13:03:56 13:04:16 0:00:20 5 13:03:56 13:04:17 0:00:21 6 13:03:57 13:04:18 0:00:21 10/1 1 12:58:28 13:00:48 1 12:58:49 12:59:14 0:00:25 2 12:58:52 12:59:15 0:00:23 3 12:59:11 12:59:15 0:00:04 4 12:59:12 12:59:17 0:00:05 5 12:59:13 12:59:19 0:00:06 Table A 7 Stop delay for Jacksonville site i ntersection 1 Intersection 1 Cycle Red Vehicle No. Outer Lane Inner Lane Delay (s) Start Stop stops starts stops starts 1/2 12:39:59 12:42:00 1 12:40:21 12:41:12 0:00:51 2 12:40:28 12:41:21 0:00:53 3 12:40:29 12:41:15 0:00:46 4 12:40:31 12:41:15 0:00:44 5 12:40:33 12:41:16 0:00:43 6 12:40:33 12:41:15 0:00:42 7 12:40:44 12:41:16 0:00:32 8 12:41:05 12:41:19 0:00:14 9 12:41:01 12:41:16 0:00:15 10 12:41:09 12:41:18 0:00:09 2/3 12:46:00 12:48:00 1 12:46:10 12:47:14 0:01:04 2 12:46:33 12:47:18 0:00:45 3 12:46:09 12:47:19 0:01:10 3/4 12:52:00 12:54:00 1 12:52:12 12:52:52 0:00:40 2 12:52:31 12:52:55 0:00:24 3 12:52:44 12:52:58 0:00:14 Table A 7 Continued

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80 Intersection 1 Cycle Red Vehicle No. Outer Lane Inner Lane Delay (s) Start Stop stops starts stops starts 4/5 12:58:00 12:13:00 1 12:58:12 12:59:22 0:01:10 2 12:58:12 12:59:21 0:01:09 3 12:58:13 12:59:23 0:01:10 4 12:58:15 12:59:22 0:01:07 5 12:58:16 12:59:24 0:01:08 6 12:58:17 12:59:27 0:01:10 7 12:58:19 12:59:24 0:01:05 8 12:58:21 12:59:27 0:01:06 9 12:58:25 12:59:28 0:01:03 10 12:58:25 12:59:29 0:01:04 11 12:58:32 12:59:32 0:01:00 12 12:58:34 12:59:29 0:00:55 13 12:58:36 12:59:31 0:00:55 14 12:58:41 12:59:33 0:00:52 15 12:58:41 12:59:33 0:00:52 16 12:58:52 12:59:34 0:00:42 17 12:59:04 12:59:35 0:00:31 18 12:59:09 12:59:33 0:00:24 5/6 13:04:00 13:06:00 1 13:04:15 13:05:12 0:00:57 2 13:04:15 13:05:12 0:00:57 3 13:04:18 13:05:15 0:00:57 4 13:04:36 13:05:16 0:00:40 5 13:04:37 13:05:17 0:00:40 6 13:04:37 13:05:18 0:00:41 7 13:04:37 13:05:19 0:00:42 8 13:04:42 13:05:16 0:00:34 9 13:04:47 13:05:20 0:00:33 10 13:04:54 13:05:21 0:00:27 11 13:04:59 13:05:17 0:00:18 12 13:05:08 13:05:18 0:00:10 13 13:05:08 13:05:19 0:00:11 6/7 13:10:00 13:12:00 1 13:10:28 13:11:06 0:00:38 2 13:10:28 13:11:06 0:00:38 3 13:10:32 13:11:09 0:00:37 4 13:10:36 13:11:11 0:00:35 5 13:10:37 13:11:09 0:00:32 6 13:10:38 13:11:12 0:00:34 7 13:10:47 13:11:14 0:00:27 8 13:10:49 13:11:09 0:00:20 9 13:10:58 13:11:15 0:00:17 Table A 7 Continued

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81 Intersection 1 Cycle Red Vehicle No. Outer Lane Inner Lane Delay (s) Start Stop stops starts stops starts 7/8 13:16:00 13:18:00 1 13:16:19 13:17:13 0:00:54 2 13:16:17 13:17:13 0:00:56 3 13:16:21 13:17:15 0:00:54 4 13:16:22 13:17:15 0:00:53 5 13:16:26 13:17:17 0:00:51 6 13:16:27 13:17:16 0:00:49 7 13:16:29 13:17:18 0:00:49 8 13:16:43 13:17:18 0:00:35 9 13:16:51 13:17:20 0:00:29 10 13:16:53 13:17:18 0:00:25 11 13:16:59 13:17:22 0:00:23 12 13:17:01 13:17:19 0:00:18 8/9 13:22:00 13:24:00 1 13:22:13 13:23:27 0:01:14 2 13:22:15 13:23:29 0:01:14 3 13:22:17 13:23:32 0:01:15 4 13:22:24 13:23:33 0:01:09 5 13:22:26 13:23:34 0:01:08 6 13:22:29 13:23:34 0:01:05 7 13:22:31 13:23:37 0:01:06 8 13:22:32 13:23:37 0:01:05 9 13:22:33 13:23:39 0:01:06 10 13:23:05 13:23:40 0:00:35 11 13:23:26 13:23:40 0:00:14 9/10 13:28:00 13:30:00 1 13:28:15 13:29:13 0:00:58 2 13:28:18 13:29:15 0:00:57 3 13:28:33 13:29:15 0:00:42 4 13:28:34 13:29:17 0:00:43 5 13:28:35 13:29:21 0:00:46 6 13:28:37 13:29:14 0:00:37 7 13:28:40 13:29:22 0:00:42 8 13:28:41 13:29:24 0:00:43 9 13:28:44 13:29:15 0:00:31 10 13:29:07 13:29:15 0:00:08 11 13:29:12 13:29:16 0:00:04

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82 Table A 7 Continued Intersection 1 Cycle Red Vehicle No. Outer Lane Inner Lane Delay (s) Start Stop stops starts stops starts 10/11 13:34:01 13:36:01 1 13:34:28 13:35:10 0:00:42 2 13:34:25 13:35:10 0:00:45 3 13:34:35 13:35:11 0:00:36 4 13:34:44 13:35:11 0:00:27 5 13:35:05 13:35:11 0:00:06 6 13:35:07 13:35:12 0:00:05 Table A 8 Stop delay for Jacksonville site i ntersection 2 Intersection 2 Cycle Red Vehicle No. Outer Lane Inner Lane Delay (s) Start Stop stops starts stops starts Cycle 1 12:41:03 12:43:05 1 12:41:05 12:42:14 0:01:09 2 12:41:06 12:42:16 0:01:10 3 12:41:08 12:42:17 0:01:09 4 12:41:08 12:42:18 0:01:10 5 12:41:12 12:42:20 0:01:08 6 12:41:27 12:42:23 0:00:56 7 12:41:42 12:42:25 0:00:43 8 12:42:12 12:42:26 0:00:14 9 12:42:15 12:42:29 0:00:14 10 12:42:23 12:42:29 0:00:06 Cycle 2 12:51:04 12:53:09 1 12:51:13 12:52:19 0:01:06 2 12:51:21 12:52:20 0:00:59 3 12:51:36 12:52:20 0:00:44 4 12:51:39 12:52:22 0:00:43 5 12:51:42 12:52:24 0:00:42 6 12:51:43 12:52:20 0:00:37 Cycle 3 13:03:03 13:05:04 1 13:03:07 13:03:49 0:00:42 2 13:03:16 13:03:52 0:00:36 3 13:03:36 13:03:53 0:00:17 4 13:03:36 13:03:55 0:00:19 5 13:03:46 13:03:56 0:00:10 6 13:03:51 13:03:56 0:00:05

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83 Table A 8 Continued Intersection 2 Cycle Red Vehicle No. Outer Lane Inner Lane Delay (s) Start Stop stops starts stops starts Cycle 4 13:09:04 13:11:04 1 13:09:10 13:10:04 0:00:54 2 13:09:43 13:10:03 0:00:20 3 13:09:46 13:10:05 0:00:19 4 13:09:49 13:10:05 0:00:16 5 13:09:50 13:10:07 0:00:17 6 13:09:53 13:10:08 0:00:15 7 13:09:55 13:10:08 0:00:13 8 13:10:01 13:10:11 0:00:10 Cycle 5 13:25:08 13:27:05 1 13:25:33 13:26:10 0:00:37 2 13:25:38 13:26:08 0:00:30 3 13:25:41 13:26:10 0:00:29 4 13:25:44 13:26:11 0:00:27 5 13:25:52 13:26:12 0:00:20 6 13:25:52 13:26:14 0:00:22 7 13:25:56 13:26:15 0:00:19 8 13:26:02 13:26:16 0:00:14 9 13:26:03 13:26:13 0:00:10 10 13:26:05 13:26:18 0:00:13 11 13:26:05 13:26:15 0:00:10 12 13:26:08 13:26:19 0:00:11 13 13:26:08 13:26:17 0:00:09 14 13:26:14 13:26:21 0:00:07 Cycle 6 13:33:05 13:35:05 1 13:33:18 13:34:03 0:00:45 2 13:33:26 13:34:03 0:00:37 3 13:33:31 13:34:04 0:00:33 4 13:33:32 13:34:05 0:00:33 5 13:33:39 13:34:04 0:00:25 6 13:33:52 13:34:07 0:00:15 7 13:33:56 13:34:05 0:00:09 8 13:33:57 13:34:09 0:00:12 9 13:34:03 13:34:06 0:00:03 10 13:34:04 13:34:07 0:00:03

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84 Table A 8 Continued Intersection 2 Cycle Red Vehicle No. Outer Lane Inner Lane Delay (s) Start Stop stops starts stops starts Cycle 7 13:39:09 13:41:13 1 13:39:27 13:40:23 0:00:56 2 13:39:35 13:40:24 0:00:49 3 13:39:40 13:40:26 0:00:46 4 13:39:51 13:40:30 0:00:39 5 13:40:04 13:40:31 0:00:27 6 13:40:06 13:40:32 0:00:26 7 13:40:10 13:40:33 0:00:23 8 13:40:18 13:40:34 0:00:16 9 13:40:20 13:40:35 0:00:15 Cycle 8 12:43:05 12:45:09 1 12:43:12 12:44:19 0:01:07 2 12:44:06 12:44:19 0:00:13 3 12:44:09 12:44:20 0:00:11 4 12:44:11 12:44:21 0:00:10 5 12:44:11 12:44:20 0:00:09 6 12:44:12 12:44:23 0:00:11 7 12:44:13 12:44:22 0:00:09 8 12:44:14 12:44:23 0:00:09 9 12:44:15 12:44:25 0:00:10 10 12:44:16 12:44:26 0:00:10 11 12:44:17 12:44:24 0:00:07 12 12:44:18 12:44:27 0:00:09 13 12:44:19 12:44:26 0:00:07 14 12:44:20 12:44:28 0:00:08 15 12:44:20 12:44:27 0:00:07 Cycle 9 13:19:04 13:21:06 1 13:19:30 13:20:02 0:00:32 2 13:19:34 13:20:03 0:00:29 3 13:19:45 13:20:01 0:00:16 4 13:19:51 13:20:03 0:00:12 5 13:19:56 13:20:04 0:00:08 6 13:19:59 13:20:05 0:00:06 7 13:20:01 13:20:06 0:00:05 8 13:20:03 13:20:05 0:00:02 9 13:20:04 13:20:08 0:00:04 10 13:20:06 13:20:09 0:00:03 0:00:00

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85 Table A 8 Continued Intersection 2 Cycle Red Vehicle No. Outer l ane Inner l ane Delay (s) Start Stop stops starts stops starts Cycle 10 12:53:09 12:55:04 1 12:53:18 12:53:54 0:00:36 2 12:53:28 12:53:54 0:00:26 3 12:53:30 12:53:55 0:00:25 4 12:53:33 12:53:55 0:00:22 5 12:53:45 12:53:56 0:00:11 6 12:53:45 12:53:56 0:00:11 7 12:53:47 12:53:57 0:00:10 8 12:53:48 12:53:59 0:00:11 9 12:53:52 12:54:01 0:00:09 10 12:53:54 12:54:04 0:00:10

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86 Table A 9 Stop delay for Jacksonville site i ntersection 3 Intersection 3 Cycle Red Vehicle n o. Outer l ane Inner l ane1 Inner l ane2 Delay (s) Start Stop stops starts stops starts stops starts 1/2 12:40:15 12:42:18 1 12:41:02 12:41:05 0:00:03 2 12:41:03 12:41:07 0:00:04 3 12:41:05 12:41:08 0:00:03 2/3 12:46:15 12:50:15 1 12:46:38 12:47:19 0:00:41 2 12:46:38 12:47:20 0:00:42 3 12:46:47 12:47:21 0:00:34 4 12:46:52 12:47:22 0:00:30 5 12:47:00 12:47:21 0:00:21 6 12:47:03 12:47:22 0:00:19 7 12:47:04 12:47:26 0:00:22 8 12:47:07 12:47:19 0:00:12 9 12:47:07 12:47:27 0:00:20 10 12:47:12 12:47:21 0:00:09 11 12:47:12 12:47:26 0:00:14 12 12:47:12 12:47:27 0:00:15 13 12:47:17 12:47:28 0:00:11 14 12:47:17 12:47:28 0:00:11 15 12:47:17 12:47:28 0:00:11

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87 Table A 9 Continued Intersection 3 Cycle Red Vehicle n o. Outer l ane Inner l ane1 Inner l ane2 Delay (s) Start Stop stops starts stops starts stops starts 3/4 12:56:16 12:58:21 1 12:57:04 12:57:34 0:00:30 2 12:57:15 12:57:36 0:00:21 3 12:57:16 12:57:37 0:00:21 4 12:57:16 12:57:34 0:00:18 5 12:57:18 12:57:35 0:00:17 6 12:57:20 12:57:37 0:00:17 7 12:57:22 12:57:35 0:00:13 8 12:57:24 12:57:36 0:00:12 9 12:57:32 12:57:39 0:00:07 10 12:57:32 12:57:39 0:00:07 11 12:57:34 12:57:40 0:00:06 12 12:57:34 12:57:37 0:00:03 4/5 13:04:16 13:06:19 1 13:04:38 13:05:07 0:00:29 2 13:04:52 13:05:07 0:00:15 3 13:04:55 13:05:06 0:00:11 4 13:04:58 13:05:10 0:00:12 5 13:05:00 13:05:12 0:00:12 6 13:05:01 13:05:13 0:00:12 7 13:05:04 13:05:06 0:00:02

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88 Table A 9 Continued Intersection 3 Cycle Red Vehicle n o. Outer l ane Inner l ane1 Inner l ane2 Delay (s) Start Stop stops starts stops starts stops starts 5/6 13:10:19 13:12:16 1 13:10:28 13:11:20 0:00:52 2 13:10:31 13:11:21 0:00:50 3 13:11:02 13:11:19 0:00:17 4 13:11:02 13:11:20 0:00:18 5 13:11:08 13:11:22 0:00:14 6 13:11:13 13:11:23 0:00:10 7 13:11:14 13:11:24 0:00:10 8 13:11:14 13:11:23 0:00:09 9 13:11:15 13:11:24 0:00:09 10 13:11:15 13:11:27 0:00:12 11 13:11:16 13:11:21 0:00:05 12 13:11:16 13:11:25 0:00:09 13 13:11:16 13:11:25 0:00:09 6/7 13:16:16 13:18:16 1 13:16:42 13:17:06 0:00:24 2 13:16:40 13:17:08 0:00:28 3 13:17:00 13:17:06 0:00:06 4 13:17:00 13:17:07 0:00:07 5 13:17:01 13:17:09 0:00:08 6 13:17:05 13:17:08 0:00:03 7 13:17:05 13:17:12 0:00:07 7/8 13:22:16 13:26:16 1 13:22:47 13:22:55 0:00:08 2 13:22:49 13:22:56 0:00:07 3 13:22:53 13:22:57 0:00:04 4 13:22:56 13:23:02 0:00:06 5 13:22:56 13:23:05 0:00:09

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89 Table A 9 Continued Intersection 3 Cycle Red Vehicle n o. Outer l ane Inner l ane1 Inner l ane2 Delay (s) Start Stop stops starts stops starts stops starts 8/9 13:30:16 13:.32:16 1 13:30:36 13:31:04 0:00:28 2 13:30:51 13:31:06 0:00:15 3 13:30:51 13:31:04 0:00:13 4 13:30:55 13:31:05 0:00:10 5 13:30:57 13:31:07 0:00:10 6 13:30:58 13:31:06 0:00:08 7 13:31:00 13:31:09 0:00:09 8 13:31:00 13:31:07 0:00:07 9 13:31:00 13:31:07 0:00:07 10 13:31:02 13:31:08 0:00:06 11 13:31:04 13:31:09 0:00:05 9/10 13:36:16 13:38:16 1 13:36:46 13:37:19 0:00:33 2 13:36:58 13:37:19 0:00:21 3 13:37:02 13:37:20 0:00:18 4 13:37:07 13:37:21 0:00:14 5 13:37:07 13:37:22 0:00:15 6 13:37:08 13:37:23 0:00:15 7 13:37:08 13:37:24 0:00:16 8 13:37:09 13:37:22 0:00:13 9 13:37:09 13:37:23 0:00:14 10 13:37:17 13:37:25 0:00:08 11 13:37:17 13:37:24 0:00:07 12 13:37:17 13:37:26 0:00:09 10/11 13:42:22 13:44:17 1 13:42:34 13:42:57 0:00:23 2 13:42:45 13:43:00 0:00:15 3 13:42:52 13:42:58 0:00:06

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90 Table A 10 Stop d elay for Jacksonville site i ntersection 4 Intersection 4 Cycle Red Vehicle n o. Outer l ane Inner l ane1 Inner l ane2 Delay (s) Start Stop stops starts stops starts stops starts 1 12:40:05 12:42:05 1 12:40:30 12:40:52 0:00:22 2 12:46:05 12:48:05 1 12:46:18 12:46:55 0:00:37 3 12:52:05 12:54:05 1 12:52:31 12:52:42 0:00:11 2 12:52:34 12:52:42 0:00:08 3 12:52:35 12:52:43 0:00:08 4 12:52:38 12:52:44 0:00:06 4 12:58:05 13:00:05 1 12:58:15 12:59:24 0:01:09 2 12:58:15 12:59:24 0:01:09 3 12:58:17 12:59:27 0:01:10 4 12:58:18 12:59:26 0:01:08 5 12:58:20 12:59:28 0:01:08 6 12:58:20 12:59:24 0:01:04 7 12:58:22 12:59:30 0:01:08 8 12:58:22 12:59:24 0:01:02 9 12:58:26 12:59:30 0:01:04 10 12:58:31 12:59:27 0:00:56 11 12:58:34 12:59:27 0:00:53 12 12:58:37 12:59:32 0:00:55 13 12:58:39 12:59:31 0:00:52 14 12:58:41 12:59:31 0:00:50 15 12:58:49 12:59:33 0:00:44 5 13:04:05 13:06:05 1 13:04:57 13:05:02 0:00:05 2 13:04:58 13:05:03 0:00:05 3 13:05:01 13:05:04 0:00:03 4 13:05:01 13:05:04 0:00:03

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91 Table A 10 Continued Intersection 4 Cycle Red Vehicle n o. Outer l ane Inner l ane1 Inner l ane2 Delay (s) Start Stop stops starts stops starts stops starts 6 13:10:05 13:12:05 1 13:10:15 13:11:10 0:00:55 2 13:10:31 13:11:09 0:00:38 3 13:10:39 13:11:11 0:00:32 4 13:11:01 13:11:14 0:00:13 7 13:16:06 13:18:06 0 0:00:00 8 13:22:06 13:24:06 1 13:22:40 13:22:46 0:00:06 9 13:28:06 13:30:06 1 13:28:17 13:28:42 0:00:25 2 13:28:19 13:28:44 0:00:25 3 13:28:21 13:28:42 0:00:21 4 13:28:23 13:28:45 0:00:22 5 13:28:32 13:28:42 0:00:10 6 13:28:32 13:28:48 0:00:16 7 13:28:32 13:28:49 0:00:17 8 13:28:33 13:28:44 0:00:11 9 13:28:38 13:28:44 0:00:06 10 13:34:06 13:36:06 1 13:34:24 13:34:43 0:00:19 2 13:34:40 13:34:43 0:00:03

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92 Table A 11 Saturation flow r ate (Starke) US 301 and SR 100 (Intersection1) Cycle Lane # Time for vehicles in queue 4 5 6 7 8 9 10 Headway (s) h sat S (veh/h/ln) 1 1 12:46:54 12:46:58 12:47:02 12:47:04 12:47:07 12:47:09 12:47:15 0:00:21 4.2 857 2 Not Visible 2 1 12:49:26 12:49:28 12:49:31 12:49:33 12:49:35 12:49:38 12:49:41 0:00:15 2.5 1440 2 Not Visible 3 1 12:51:30 12:51:31 12:51:37 12:51:41 12:51:44 0:00:14 3.5 1029 2 Not Visible 4 1 12:53:38 12:53:43 12:53:47 12:53:51 12:53:53 12:53:56 12:53:59 0:00:21 3.5 1029 2 12:53:39 12:53:41 12:53:44 12:53:47 12:53:50 12:53:51 12:53:54 0:00:15 2.5 1440 5 1 12:56:13 12:56:15 12:56 12:56:23 12:56:25 12:56:28 12:56:30 0:00:17 2.8 1271 2 The driver Was not ready 6 1 12:58:37 12:58:40 12:58:43 12:58:45 12:58:48 12:58:50 12:58:52 0:00:15 2.5 1440 2 12:58:37 12:58:41 12:58:43 12:58:46 12:58:48 12:58:52 12:58:54 0:00:17 2.8 1271 7 1 13:00:51 13:00:53 13:00:56 13:01:00 13:01:02 13:01:04 13:01:08 0:00:17 2.8 1271 2 Not Visible 10 1 13:12:31 13:12:34 13:12:38 13:12:40 13:12:42 13:12:44 0:00:13 2.6 1385 2 13:12:26 13:12:29 13:12:32 13:12:36 13:12:41 13:12:42 13:12:44 0:00:18 3.0 1200 11 1 13:19:37 13:19:42 13:19:45 13:19:47 13:19:50 13:19:52 13:19:54 0:00:17 2.8 1271 2 13:19:36 13:19:39 13:19:41 13:19:43 13:19:48 13:19:52 13:19:54 0:00:18 3.0 1200 12 1 The driver Was not ready 2 13:24:14 13:24:16 13:24:18 13:24:20 13:24:23 13:24:26 13:24:31 0:00:17 2.8 1271 14 1 13:31:20 13:31:21 13:31:24 13:31:30 13:31:34 13:31:36 13:31:40 0:00:20 3.3 1080 2 The driver Was not ready 15 1 13:33:37 13:33:41 13:33:43 13:33:46 13:33:49 13:33:51 13:33:54 0:00:17 2.8 1271 2 13:33:36 13:33:39 13:33:41 13:33:44 13:33:47 13:33:50 13:33:54 0:00:18 3.0 1200 16 1 No Queue 2 13:36:04 13:36:09 13:36:12 13:36:15 13:36:20 13:36:23 13:36:26 0:00:22 3.7 982 17 1 The driver Was not ready 2 13:38:20 13:38:26 13:38:30 13:38:31 13:38:34 13:38:37 13:38:38 0:00:18 3.0 1200

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93 Table A 11 Continued US 301 and SR 100 (Intersection1) Cycle Lane # Time for vehicles in queue 4 5 6 7 8 9 10 Headway (s) h sat S (veh/h/ln) 18 1 13:40:41 13:40:43 13:40:45 13:40:48 13:40:53 13:40:59 0:00:18 3.6 1000 2 The driver Was not ready 19 1 13:42:53 13:42:55 13:42:57 13:43:00 13:43:02 13:43:05 13:43:11 0:00:18 3.0 1200 2 Not visible 20 1 13:45:18 13:45:20 13:45:25 13:45:27 13:45:32 13:45:34 0:00:16 3.2 1125 2 Not visible Table A 12 Saturation flow r ate (Starke) US 301 and Pratt St. (Intersection2) Cycle Lane # Time for vehicles in queue 4 5 6 7 8 9 10 Headway(s) h sat S(veh/h/ln) 1 1 12:52:29 12:52:32 12:52:36 12:52:42 12:52:44 12:52:48 12:52:52 0:00:23 3.8 939 2 Not Visible 2 1 No Queue 2 12:54:34 12:54:37 12:54:39 12:54:41 12:54:44 0:00:10 2.5 1440 3 1 No Queue 2 13:06:23 13:06:25 13:06:27 13:06:30 13:06:33 0:00:10 2.5 1440 4 1 13:13:26 13:13:29 13:13:31 13:13:35 13:13:38 0:00:12 3.0 1200 2 13:13:23 13:13:25 13:13:26 13:13:31 13:13:35 0:00:12 3.0 1200 Table A 13 Saturation flow r ate (Starke) US 301 and Washington St. (Intersection3) No q ueue more than 4 vehicles

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94 Table A 14 Saturation flow r ate (Starke) US 301 and SR 16 (Intersection4) Cycle Lane # Time for vehicles in queue 4 5 6 7 8 9 10 Headway(s) h sat S(veh/h/ln) 1 1 13:02:18 13:02:21 13:02:25 13:02:28 13:02:32 13:02:33 13:02:36 0:00:18 3.0 1200 2 Not Visible 2 1 13:18:33 13:18:38 13:18:42 13:18:46 13:18:51 0:00:18 4.5 800 2 Not Visible 3 1 No Queue 2 13:51:08 13:51:09 13:51:13 13:51:16 13:51:17 0:00:09 2.3 1600 Table A 15 Saturation flow r ate (Jacksonville) US 1 and Canal St. (Intersection1) Cycle Lane # Time for vehicles in queue 4 5 6 7 8 9 10 Headway (s) h sat S (veh/h/ln) 1 1 12:55:36 12:55:38 12:55:42 12:55:44 12:55:46 0:00:10 2.5 1440 2 Not Clear 2 1 12:59:30 12:59:32 12:59:34 12:59:37 12:59:40 12:59:42 12:59:44 0:00:14 2.3 1543 2 The driver was not ready 3 1 13:01:19 13:01:21 13:01:23 13:01:26 13:01:33 0:00:14 3.5 1029 2 13:01:13 13:01:15 13:01:16 13:01:18 13:01:21 13:01:23 13:01:26 0:00:13 2.2 1662 4 1 13:05:22 13:05:24 13:05:26 13:05:29 13:05:33 0:00:11 2.8 1309 2 Not Clear 5 1 13:07:39 13:07:44 13:07:46 13:07:48 13:07:50 13:07:53 0:00:14 2.8 1286 2 Not Clear 7 1 13:17:22 13:17:27 13:17:30 13:17:33 13:17:35 0:00:13 3.3 1108 2 No Queue 8 1 The driver was not ready 2 13:23:37 13:23:41 13:23:45 13:23:47 13:23:48 13:23:50 13:23:53 0:00:16 2.7 1350

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95 Table A 16 Saturation flow r ate (Jacksonville) US 1 and Fairfax St. (Intersection2) Cycle Lane # Time for vehicles in queue 4 5 6 7 8 9 10 Headway (s) h sat S (veh/h/ln) 1 1 12:42:24 12:42:28 12:42:32 12:42:34 12:42:36 12:42:38 12:42:40 0:00:16 2.7 1350 2 Not Visible 2 1 12:44:27 12:44:29 12:44:31 12:44:33 12:44:35 12:44:36 12:44:37 0:00:10 1.7 2160 2 12:44:26 12:44:28 12:44:31 12:44:33 12:44:35 12:44:36 12:44:37 0:00:11 1.8 1964 3 1 12:58:23 12:58:25 12:58:27 12:58:29 12:58:30 0:00:07 1.8 2057 2 Not Visible 4 1 13:14:16 13:14:19 13:14:21 13:14:23 13:14:25 13:14:27 13:14:30 0:00:14 2.3 1543 2 No Queue 5 1 13:26:21 13:26:23 13:26:26 13:26:28 13:26:30 13:26:32 13:26:35 0:00:14 2.3 1543 2 13:26:17 13:26:20 13:26:23 13:26:27 13:26:30 13:26:36 13:26:38 0:00:21 3.5 1029 6 1 The driver was not ready 2 13:40:30 13:40:33 13:40:35 13:40:38 13:40:41 13:40:44 13:40:47 0:00:17 2.8 1271 Table A 17 Saturation f low r ate (Jacksonville) US 1 and Myrtle St. (Intersection3) Cycle Lane # Time for vehicles in queue 4 5 6 7 8 9 10 Headway (s) h sat S (veh/h/ln) 3 1 13:01:32 13:01:33 13:01:35 13:01:38 13:01:39 13:01:42 13:01:43 0:00:11 1.8 1964 2 No Queue 4 1,2 No Queue 3 13:11:30 13:11:32 13:11:35 13:11:37 13:11:40 0:00:10 2.5 1440 5 1 13:13:31 13:13:33 13:13:35 13:13:37 13:13:39 0:00:08 2.0 1800 2 13:13:29 13:13:31 13:13:33 13:13:36 13:13:39 13:13:40 0:00:11 2.2 1636 6 1,3 No Queue 2 13:29:32 13:29:34 13:29:36 13:29:41 13:29:47 13:29:49 0:00:17 3.4 1059

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96 Table A 18 Saturation flow r ate (Jacksonville) US 1 and Moncrief (Intersection4) Cycle Lane # Time for vehicles in queue 4 5 6 7 8 9 10 Headway (s) h sat S (veh/h/ln) 1 1,2 No Queue 3 12:49:16 12:49:17 12:49:19 12:49:21 12:49:25 12:49:26 0:00:10 2.0 1800 2 1,2 No Queue 3 12:59:42 12:59:45 12:59:47 12:59:49 12:59:51 12:59:54 0:00:12 2.4 1500 3 1 The driver was not ready 3 13:03:33 13:03:36 13:03:38 13:03:41 13:03:43 13:03:45 0:00:12 2.4 1500 4 1 13:21:32 13:21:34 13:21:35 13:21:37 13:21:39 13:21:41 13:21:43 0:00:11 1.8 1964 2,3 No Queue 5 1,3 No Queue 2 13:31:42 13:31:45 13:31:48 13:31:51 13:31:55 13:31:56 0:00:14 2.8 1286 Table A 19 Proportion of arrival on green and stop rate for Starke s ite Cycle Starke Prop. o f arriving on green Stop rate Int.1 Int.2 Int.3 Int.4 Int.1 Int.2 Int.3 Int.4 1 0.80 0.88 0.89 0.59 0.20 0.12 0.11 0.41 2 0.58 0.78 0.82 0.80 0.42 0.22 0.18 0.20 3 0.50 0.73 0.84 0.89 0.50 0.27 0.16 0.11 4 0.67 0.83 0.86 0.85 0.33 0.17 0.14 0.15 5 0.52 0.87 0.84 0.67 0.48 0.13 0.16 0.33 6 0.50 0.88 0.87 0.79 0.50 0.13 0.13 0.21 7 0.64 0.87 0.82 0.83 0.36 0.13 0.18 0.17 8 0.43 0.73 0.90 0.81 0.57 0.27 0.10 0.19 9 0.33 0.86 0.89 0.67 0.67 0.14 0.11 0.33 10 0.62 0.90 0.97 0.86 0.38 0.10 0.03 0.14 Average 0.56 0.83 0.87 0.77 0.44 0.17 0.13 0.23

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97 Table A 20 Proportion of a rrival o n green and stop r ate for Jacksonville s ite Cycle Jacksonville Prop. o f arriving on green Stop rate Int.1 Int.2 Int.3 Int.4 Int.1 Int.2 Int.3 Int.4 1 0.58 0.44 0.90 0.97 0.42 0.56 0.10 0.03 2 0.77 0.74 0.75 0.96 0.23 0.26 0.25 0.04 3 0.67 0.63 0.60 0.87 0.33 0.38 0.40 0.13 4 0.42 0.58 0.74 0.68 0.58 0.42 0.26 0.32 5 0.62 0.55 0.41 0.88 0.38 0.45 0.59 0.13 6 0.59 0.68 0.70 0.82 0.41 0.32 0.30 0.18 7 0.61 0.25 0.92 1.00 0.39 0.75 0.08 0.00 8 0.39 0.42 0.63 0.97 0.61 0.58 0.37 0.03 9 0.52 0.38 0.45 0.79 0.48 0.63 0.55 0.21 10 0.67 0.58 0.92 0.95 0.33 0.42 0.08 0.05 Average 0.58 0.52 0.70 0.89 0.42 0.48 0.30 0.11

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98 Table A 21 Travel time for Starke s ite Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 1 Silver sedan 12:46:47 12:48:02 0:01:15 Outer Outer 0:01:18 White Tahoe 12:46:50 12:48:08 0:01:18 Outer Outer Black camry 12:46:54 12:48:09 0:01:15 Outer Outer Black camry 12:46:55 12:48:00 0:01:05 Outer Inner Red TT 12:46:59 12:48:20 0:01:21 Outer Outer White cargo van 12:47:05 12:48:24 0:01:19 Outer Outer White SUV 12:47:08 12:48:28 0:01:20 Outer Outer Black camry 12:47:10 12:48:29 0:01:19 Outer Outer Blue TT 12:47:16 12:48:35 0:01:19 Outer Outer Black sedan 12:47:27 12:48:39 0:01:12 Outer Outer Grey SUV 12:47:29 12:48:40 0:01:11 Outer Outer White TT (Flatbed) 12:47:31 12:48:43 0:01:12 Outer Outer White sedan 12:47:43 12:48:49 0:01:06 Outer Outer White TT (Intermediate) 12:46:49 12:48:13 0:01:24 Inner Inner Dark blue jeep 12:46:56 12:48:17 0:01:21 Inner Inner Silver PT 12:46:59 12:48:17 0:01:18 Inner Outer Tan camry 12:47:04 12:48:23 0:01:19 Inner Inner Silver Focus 12:47:06 12:48:27 0:01:21 Inner Inner Black sedan 12:47:08 12:48:35 0:01:27 Inner Inner Red van 12:47:13 12:48:35 0:01:22 Inner Left Turn Silver SUV 12:47:19 12:48:40 0:01:21 Inner Inner White sedan 12:47:20 12:48:42 0:01:22 Inner Inner Grey camry 12:47:24 12:48:45 0:01:21 Inner Inner White TT (Amazon Prime) 12:47:26 12:48:47 0:01:21 Inner Inner White TT (Logo behind bobtail) 12:47:34 12:48:52 0:01:18 Inner Inner

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99 Table A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 3 Dark blue TT 12:51:18 12:52:51 0:01:33 Outer Outer 0:01:33 Silver camry 12:51:25 12:52:55 0:01:30 Outer Outer White sedan 12:51:28 12:52:56 0:01:28 Outer Outer Silver SUV 12:51:30 12:53:01 0:01:31 Outer Outer White van 12:51:32 12:53:01 0:01:29 Outer Inner Red TT (Paper Transport) 12:51:37 12:53:14 0:01:37 Outer Outer White SUV 12:51:42 12:53:18 0:01:36 Outer Outer Red/White Stripe TT 12:51:45 12:53:23 0:01:38 Outer Outer Light blue TT (Intermediate) 12:51:54 12:53:36 0:01:42 Outer Outer Maroon sedan 12:51:59 12:53:41 0:01:42 Outer Outer Red PT 12:52:02 12:53:43 0:01:41 Outer Outer Black jeep 12:52:04 12:53:47 0:01:43 Outer Outer Black SUV 12:51:27 12:52:55 0:01:28 Inner Outer Blue TT (Horizontal stripe on trailer) 12:51:33 12:53:06 0:01:33 Inner Inner Tan sedan 12:51:41 12:53:09 0:01:28 Inner Inner Blue camry 12:51:44 12:53:17 0:01:33 Inner Inner Silver sedan 12:51:48 12:53:19 0:01:31 Inner Inner Silver camry 12:52:00 12:53:22 0:01:22 Inner Inner Blue SUV 12:52:07 12:53:26 0:01:19 Inner Inner

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100 Table A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 5 Dark blue SUV 12:56:04 12:57:19 0:01:15 Outer Outer 0:01:15 White Mercury 12:56:07 12:57:20 0:01:13 Outer Outer Black jeep 12:56:10 12:57:22 0:01:12 Outer Outer Tan PT with RV trailer 12:56:20 12:57:33 0:01:13 Outer Outer Blue SUV 12:56:25 12:57:37 0:01:12 Outer Outer Tan PT 12:56:28 12:57:43 0:01:15 Outer Outer Silver camry 12:56:30 12:57:46 0:01:16 Outer Outer White jeep 12:56:36 12:57:54 0:01:18 Outer Outer White SUV 12:56:39 12:57:57 0:01:18 Outer Outer White TT (With LP on trailer) 12:56:42 12:57:59 0:01:17 Outer Outer Tan van 12:56:47 12:58:03 0:01:16 Outer Outer Silver SUV 12:56:17 12:57:33 0:01:16 Inner Inner Tan SUV 12:56:25 12:57:39 0:01:14 Inner Inner Brown PT 12:56:26 12:57:41 0:01:15 Inner Inner Red jeep 12:56:28 12:57:41 0:01:13 Inner Outer Tan sedan 12:56:30 12:57:43 0:01:13 Inner Inner White TT (Vehicle Trailer) 12:56:37 12:57:48 0:01:11 Inner Inner

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101 Table A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 7 White TT (Carroll Fulmer) 13:00:36 13:02:13 0:01:37 Outer Outer 0:01:29 Black PT 13:00:43 13:02:19 0:01:36 Outer Outer Blue Dumpster Truck 13:00:47 13:02:22 0:01:35 Outer Outer Black TT (Firestone) 13:00:57 13:02:30 0:01:33 Outer Outer Car with kayak on top 13:01:08 13:02:37 0:01:29 Outer Outer Black SUV 13:01:13 13:02:40 0:01:27 Outer Outer Red PT with black hood 13:01:15 13:02:43 0:01:28 Outer Outer White PT (Massey) 13:01:16 13:02:44 0:01:28 Outer Outer White Mercury 13:00:41 13:02:11 0:01:30 Inner Inner White camry 13:00:48 13:02:13 0:01:25 Inner Inner White SUV 13:00:50 13:02:17 0:01:27 Inner Inner Blue SUV 13:00:52 13:02:19 0:01:27 Inner Inner White SUT (Goodman) 13:00:54 13:02:21 0:01:27 Inner Inner Blue TT (Blank trailer) 13:01:01 13:02:29 0:01:28 Inner Inner Silver PT 13:01:05 13:02:33 0:01:28 Inner Inner Light silver SUV 13:01:11 13:02:35 0:01:24 Inner Inner Silver sedan 13:01:14 13:02:37 0:01:23 Inner Inner Red TT (With picture) 13:01:16 13:02:39 0:01:23 Inner Inner

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102 Table A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 9 Gold sedan (No back rim) 13:05:28 13:06:47 0:01:19 Outer Outer 0:01:17 White minivan 13:05:31 13:06:48 0:01:17 Outer Outer Tan SUV 13:05:33 13:06:49 0:01:16 Outer Outer Silver minivan 13:05:36 13:06:52 0:01:16 Outer Inner White SUV 13:05:38 13:07:00 0:01:22 Outer Outer White PT with filled bed 13:05:43 13:07:04 0:01:21 Outer Outer Black minivan 13:05:47 13:07:06 0:01:19 Outer Inner White sedan 13:05:49 13:07:06 0:01:17 Outer Outer Light silver PT 13:05:52 13:07:03 0:01:11 Outer Inner White TT (Carroll Fulmer) 13:05:56 13:07:08 0:01:12 Outer Outer Tan sedan 13:05:29 13:06:45 0:01:16 Inner Inner White van 13:05:38 13:06:54 0:01:16 Inner Inner Tan camry (old) 13:05:40 13:06:57 0:01:17 Inner Inner Red minivan 13:05:42 13:07:00 0:01:18 Inner Inner Orange TT (UMAX) 13:05:47 13:07:12 0:01:25 Inner Inner Black SUV 13:05:51 13:07:16 0:01:25 Inner Outer Light blue TT (Blank trailer) 13:06:07 13:07:19 0:01:12 Inner Inner White minivan 13:06:11 13:07:22 0:01:11 Inner Inner

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103 Table A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 11 White TT (Prime) 13:10:08 13:11:28 0:01:20 Outer Outer 0:01:14 RV pulling a jeep 13:10:17 13:11:35 0:01:18 Outer Outer Silver minivan 13:10:22 13:11:40 0:01:18 Outer Outer White PT 13:10:27 13:11:43 0:01:16 Outer Inner Black SUV 13:10:39 13:11:54 0:01:15 Outer Outer White sedan 13:10:41 13:11:55 0:01:14 Outer Outer Light silver sedan 13:10:46 13:11:58 0:01:12 Outer Outer Red PT 13:10:48 13:12:01 0:01:13 Outer Outer Silver minivan 13:10:51 13:12:08 0:01:17 Outer Outer White TT (Intermediate Walmart) 13:10:54 13:12:12 0:01:18 Outer Outer White TT (Intermediate Budweiser) 13:10:16 13:11:28 0:01:12 Inner Inner Silver minivan 13:10:21 13:11:33 0:01:12 Inner Inner White SUT (RAVO) 13:10:26 13:11:37 0:01:11 Inner Inner Black SUV 13:10:35 13:11:48 0:01:13 Inner Inner White/silver van (Long back) 13:10:42 13:11:50 0:01:08 Inner Inner

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104 Table A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 13 Silver minivan 13:14:52 13:16:09 0:01:17 Outer Outer 0:01:24 Red SUV 13:14:54 13:16:20 0:01:26 Outer Outer Red TT (Averitt Express) 13:14:59 13:16:23 0:01:24 Outer Outer U Haul SUT 13:15:05 13:16:32 0:01:27 Outer Outer Red TT (Knight) 13:15:10 13:16:37 0:01:27 Outer Outer White TT (Tanker trailer) 13:15:17 13:16:47 0:01:30 Outer Outer Light silver sedan 13:15:27 13:16:50 0:01:23 Outer Outer Silver minivan 13:15:29 13:16:53 0:01:24 Outer Outer Blue TT (Werner) 13:15:40 13:17:05 0:01:25 Outer Outer White camry 13:14:50 13:16:07 0:01:17 Inner Inner Red sedan 13:14:53 13:16:17 0:01:24 Inner Inner White PT 13:14:55 13:16:18 0:01:23 Inner Inner Black sedan 13:14:58 13:16:21 0:01:23 Inner Inner Dark red minivan 13:15:06 13:16:30 0:01:24 Inner Inner Red TT (Flatbed) 13:15:08 13:16:32 0:01:24 Inner Inner White TT (Flatbed) 13:15:12 13:16:35 0:01:23 Inner Inner White PT 13:15:19 13:16:45 0:01:26 Inner Inner Silver Kia Soul 13:15:24 13:16:48 0:01:24 Inner Inner White PT 13:15:28 13:16:51 0:01:23 Inner Inner White minivan 13:15:29 13:16:53 0:01:24 Inner Inner Orange TT (Flatbed) 13:15:37 13:16:59 0:01:22 Inner Inner White TT (Flatbed) 13:15:48 13:17:05 0:01:17 Inner Inner

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105 Ta ble A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 15 White camry 13:19:25 13:20:39 0:01:14 Outer Outer 0:01:16 Light tan SUV 13:19:29 13:20:41 0:01:12 Outer Outer Blue PT 13:19:32 13:20:46 0:01:14 Outer Outer White TT (Tanker trailer) 13:19:38 13:20:55 0:01:17 Outer Outer Dark silver SUV 13:19:42 13:21:02 0:01:20 Outer Outer White van 13:19:45 13:21:05 0:01:20 Outer Outer Black SUV 13:19:48 13:21:08 0:01:20 Outer Outer Black sedan 13:19:51 13:21:12 0:01:21 Outer Outer Black minivan 13:19:53 13:21:14 0:01:21 Outer Outer Light silver sedan 13:19:55 13:21:19 0:01:24 Outer Outer Tan PT 13:20:04 13:21:22 0:01:18 Outer Outer Dark red SUV 13:19:27 13:20:38 0:01:11 Inner Inner Black sedan 13:19:30 13:20:59 0:01:29 Inner Left Turn Red TT (Averitt Express) 13:19:32 13:20:42 0:01:10 Inner Inner White camry 13:19:44 13:20:57 0:01:13 Inner Inner Orange TT 13:19:49 13:20:59 0:01:10 Inner Inner Dark silver PT 13:19:53 13:21:03 0:01:10 Inner Inner White RV 13:19:55 13:21:06 0:01:11 Inner Inner White sedan 13:20:07 13:21:18 0:01:11 Inner Inner

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106 Table A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection Light silver SUV 13:24:09 13:25:28 0:01:19 Outer Outer 0:01:17 Dark green SUV 13:24:12 13:25:30 0:01:18 Outer Outer Dark green sedan (old) 13:24:14 13:25:33 0:01:19 Outer Outer Tan sedan 13:24:17 13:25:35 0:01:18 Outer Outer White cargo van 13:24:20 13:25:39 0:01:19 Outer Outer Dark blue minivan 13:24:24 13:25:43 0:01:19 Outer Outer Vibrant blue minivan 13:24:26 13:25:45 0:01:19 Outer Outer White TT (Intermediate) 13:24:27 13:25:48 0:01:21 Outer Outer White PT 13:24:36 13:25:56 0:01:20 Outer Outer White TT (Blank trailer) 13:24:42 13:26:01 0:01:19 Outer Outer Dark tan SUV 13:24:12 13:25:29 0:01:17 Inner Inner Black sedan 13:24:16 13:25:33 0:01:17 Inner Inner White van 13:24:19 13:25:35 0:01:16 Inner Inner White minivan 13:24:21 13:25:37 0:01:16 Inner Inner Silver PT 13:24:23 13:25:40 0:01:17 Inner Inner White TT (Werner) 13:24:27 13:25:42 0:01:15 Inner Inner Blue sedan 13:24:31 13:25:45 0:01:14 Inner Inner Dark silver sedan 13:24:32 13:25:46 0:01:14 Inner Inner White PT 13:24:34 13:25:48 0:01:14 Inner Inner White PT 13:24:37 13:25:51 0:01:14 Inner Inner Black PT 13:24:41 13:25:54 0:01:13 Inner Inner Red PT 13:24:42 13:25:56 0:01:14 Inner Inner

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107 Table A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 19 White PT with yellow stripe 13:28:48 13:29:58 0:01:10 Outer Outer 0:01:10 Yellow SUT (Penkse) with trailer 13:28:58 13:30:08 0:01:10 Outer Outer Yellow SUT (Penske) 13:29:02 13:30:11 0:01:09 Outer Outer Light silver minivan 13:29:06 13:30:18 0:01:12 Outer Outer Dark silver sedan 13:29:09 13:30:25 0:01:16 Outer Outer Light tan minivan 13:29:11 13:30:27 0:01:16 Outer Outer White dump truck with green bed 13:29:14 13:30:33 0:01:19 Outer Outer Light silver beetle 13:29:25 13:30:46 0:01:21 Outer Outer White TT (Red trailer) 13:29:33 13:30:47 0:01:14 Outer Outer White TT (Werner) 13:28:48 13:29:55 0:01:07 Inner Inner Black sedan 13:28:55 13:30:04 0:01:09 Inner Inner Dark silver PT 13:28:56 13:30:02 0:01:06 Inner Outer White minivan 13:29:03 13:30:10 0:01:07 Inner Inner Light siver sedan 13:29:10 13:30:14 0:01:04 Inner Inner Dark silver sedan 13:29:12 13:30:16 0:01:04 Inner Inner Black sedan 13:29:14 13:30:19 0:01:05 Inner Inner Black sedan 13:29:16 13:30:21 0:01:05 Inner Inner Black sedan 13:29:20 13:30:25 0:01:05 Inner Inner

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108 Table A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 21 Black PT 13:33:27 13:34:39 0:01:12 Outer Outer 0:01:10 Dark blue SUV 13:33:36 13:34:47 0:01:11 Outer Outer White PT 13:33:38 13:34:49 0:01:11 Outer Outer Red sedan 13:33:42 13:34:54 0:01:12 Outer Outer Light silver PT 13:33:44 13:34:58 0:01:14 Outer Outer Faded blue sedan 13:33:47 13:35:00 0:01:13 Outer Outer Dark green SUV 13:33:49 13:35:03 0:01:14 Outer Outer White RV pulling car 13:33:51 13:35:05 0:01:14 Outer Outer White minivan 13:33:55 13:35:08 0:01:13 Outer Outer White camry 13:34:05 13:35:15 0:01:10 Outer Outer White van 13:34:08 13:35:18 0:01:10 Outer Outer White SUT (Ryder) pulling car 13:34:11 13:35:20 0:01:09 Outer Outer Black SUV 13:33:27 13:34:38 0:01:11 Inner Inner Black PT 13:33:31 13:34:41 0:01:10 Inner Inner Black minivan 13:33:34 13:34:43 0:01:09 Inner Inner Red minivan 13:33:39 13:34:52 0:01:13 Inner Outer Tan mercury 13:33:42 13:34:50 0:01:08 Inner Inner Black PT 13:33:44 13:34:51 0:01:07 Inner Inner Dark silver sedan 13:33:48 13:34:53 0:01:05 Inner Inner Silver TT (Landstar) 13:33:51 13:34:58 0:01:07 Inner Inner Tan TT (Flatbed) 13:33:54 13:35:01 0:01:07 Inner Inner White TT (Blank trailer) 13:34:05 13:35:14 0:01:09 Inner Inner Blue TT (Prime) 13:34:11 13:35:18 0:01:07 Inner Inner Yellow TT (Red trailer) 13:34:15 13:35:21 0:01:06 Inner Inner

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109 Table A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 23 Light tan minivan with trailer 13:38:12 13:39:35 0:01:23 Outer Inner 0:01:20 Black PT 13:38:15 13:39:27 0:01:12 Outer Inner Red PT 13:38:17 13:39:29 0:01:12 Outer Outer Blue TT (Intermediate ACT) 13:38:23 13:39:39 0:01:16 Outer Outer White TT (Intermediate green trailer) 13:38:28 13:39:44 0:01:16 Outer Inner Dark red van 13:38:33 13:40:03 0:01:30 Outer Outer White SUT (Ryder) 13:38:36 13:40:06 0:01:30 Outer Outer Dark blue van 13:38:39 13:40:10 0:01:31 Outer Outer White TT (Blank trailer) 13:38:40 13:40:11 0:01:31 Outer Outer Dark red sedan 13:38:46 13:40:16 0:01:30 Outer Outer White TT (CSX) 13:38:52 13:40:18 0:01:26 Outer Outer Red TT (US Express Enterprises) 13:38:58 13:40:21 0:01:23 Outer Outer Black sedan 13:38:09 13:39:17 0:01:08 Inner Inner Black sedan 13:38:11 13:39:19 0:01:08 Inner Outer Black SUV 13:38:14 13:39:44 0:01:30 Inner Left turn White TT (Blank trailer) 13:38:21 13:39:32 0:01:11 Inner Outer Light blue sedan 13:38:26 13:39:41 0:01:15 Inner Inner Black sedan 13:38:38 13:39:56 0:01:18 Inner Outer Dark blue mercury 13:38:39 13:39:58 0:01:19 Inner Outer Dark silver sedan 13:38:44 13:40:02 0:01:18 Inner Inner White sedan 13:38:52 13:40:12 0:01:20 Inner Inner Black SUV 13:38:57 13:40:19 0:01:22 Inner Inner White TT (Tanker trailer) 13:39:01 13:40:21 0:01:20 Inner Inner

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110 Table A 21 Continued Travel time (Starke s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime First int l ane Last int l ane Avg. p er C First i ntersection Last i ntersection 25 Black sedan 13:42:44 13:43:56 0:01:12 Outer Outer 0:01:14 Black sedan 13:42:50 13:44:02 0:01:12 Outer Outer Dark red/brown SUV 13:42:53 13:44:04 0:01:11 Outer Outer Black SUV 13:42:56 13:44:07 0:01:11 Outer Inner White camry 13:42:58 13:44:09 0:01:11 Outer Outer Light tan sedan 13:43:00 13:44:11 0:01:11 Outer Outer Dark silver PT 13:43:02 13:44:13 0:01:11 Outer Inner Blue TT (Open tanker) 13:43:05 13:44:27 0:01:22 Outer Outer Light blue TT (Crete) 13:43:10 13:44:31 0:01:21 Outer Outer White minivan 13:42:45 13:43:56 0:01:11 Inner Inner Black PT 13:42:48 13:44:02 0:01:14 Inner Inner Black SUV 13:42:50 13:44:04 0:01:14 Inner Inner Light silver sedan 13:42:53 13:44:09 0:01:16 Inner Inner White SUT (Penske) 13:42:56 13:44:11 0:01:15 Inner Inner Tan sedan 13:42:59 13:44:15 0:01:16 Inner Inner Red minivan 13:43:01 13:44:17 0:01:16 Inner Inner White TT (Blank trailer) 13:43:03 13:44:18 0:01:15 Inner Inner Dark blue sedan 13:43:09 13:44:24 0:01:15 Inner Inner White camry 13:43:13 13:44:23 0:01:10 Inner Outer

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111 Table A 22 Travel time for Jacksonville s ite Travel time (Jacksonville s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime Avg. p er C First i ntersection Last i ntersection 1 orange TT (CROWLEY) 12:39:24 12:41:50 0:02:26 0:02:25 silver Sedan (Honda) 12:39:32 12:41:50 0:02:18 white Pick up Truck (PT) 12:39:33 12:43:31 0:03:58 black+ Golden PT 12:39:35 12:41:41 0:02:06 silver PT 12:39:38 12:41:42 0:02:04 white Sedan (Ford) 12:39:45 12:41:33 0:01:48 red Jeep 12:39:46 12:41:39 0:01:53 red Chevrolet Sedan 12:39:46 12:41:53 0:02:07 TT (Tank) 12:39:48 12:41:43 0:01:55 bobtail Rig 12:39:51 12:41:46 0:01:55 red Sedan (box) 12:39:51 12:42:05 0:02:14 TT (Intermodal) 12:39:52 12:41:57 0:02:05 orange TT (Crowley) 12:39:56 12:41:58 0:02:02 white Old van 12:39:57 12:43:37 0:03:40 white small sedan (no trunk) 12:39:59 12:43:43 0:03:44

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112 Table A 22 Continued Travel time (Jacksonville s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime Avg. p er C First i ntersection Last i ntersection 3 golden sedan 12:43:41 12:45:42 0:02:01 0:02:17 black mercedes 12:43:16 12:45:52 0:02:36 black camry (new) 12:43:17 12:45:37 0:02:20 black GMC (4 doors (D)) 12:43:18 12:45:37 0:02:19 black camry (new) 12:43:19 12:45:42 0:02:23 black camry (new) 12:43:22 12:45:42 0:02:20 black avalon 12:43:24 12:45:49 0:02:25 white old van 12:43:25 12:45:58 0:02:33 white GMC 12:43:26 12:45:47 0:02:21 dark silver (opened roof) 12:43:31 12:45:49 0:02:18 black jeep 12:43:34 12:45:51 0:02:17 black maxima 12:43:36 12:45:55 0:02:19 green Chevrolet 12:43:49 12:45:50 0:02:01 white SUT 12:43:50 12:46:00 0:02:10 silver PT (4 D) 12:44:00 12:45:56 0:01:56

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113 Table A 22 Continued Travel time (Jacksonville s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime Avg. p er C First i ntersection Last i ntersection 5 TT (Tank) 12:47:14 12:49:21 0:02:07 0:01:53 black jeep 12:47:17 12:49:20 0:02:03 green+ white roof sedan 12:47:20 12:49:19 0:01:59 silver sedan 12:47:21 12:49:22 0:02:01 white caprice 12:47:23 12:49:54 0:02:31 red ford 12:47:23 12:49:14 0:01:51 blue sedan (No trunk) 12:47:25 12:49:20 0:01:55 silver old ford 12:47:28 12:49:17 0:01:49 black+ brown jeep 12:47:33 12:49:27 0:01:54 white jeep 12:47:34 12:49:25 0:01:51 white jeep 12:47:36 12:49:25 0:01:49 yellow TT 12:47:37 12:49:32 0:01:55 black GMC (4 D) 12:47:40 12:49:30 0:01:50 white bobtail rig 12:47:43 12:49:36 0:01:53 white GMC (2 D) 12:47:51 12:49:26 0:01:35 white jeep 12:47:51 12:49:36 0:01:45 white sedan 12:47:53 12:49:33 0:01:40 silver mercedes 12:48:02 12:49:49 0:01:47 white GMC (2 D) 12:48:04 12:49:50 0:01:46 black GMC (4D) 12:48:04 12:49:52 0:01:48

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114 Table A 22 Continued Travel time (Jacksonville s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime Avg. p er C First i ntersection Last i ntersection 7 golden PT (4D) 12:51:26 12:53:30 0:02:04 0:02:09 white sedan 12:51:26 12:53:44 0:02:18 white sedan (black rims) 12:51:32 12:53:46 0:02:14 blue PT (4 D) 12:51:36 12:53:45 0:02:09 white PT (4 D) 12:51:38 12:53:34 0:01:56 black GMC 12:51:40 12:53:43 0:02:03 yellow bus 12:51:42 12:53:53 0:02:11 white TT 12:51:43 12:54:08 0:02:25 green TT 12:51:49 12:54:27 0:02:38 white sedan 12:51:54 12:53:51 0:01:57 red PT (4 D) 12:51:56 12:53:55 0:01:59 golden avalon 12:52:04 12:53:54 0:01:50 9 White + green Bobtail Rig 12:55:24 12:58:01 0:02:37 0:02:25 green+silver PT (with trailer) 12:55:25 12:57:56 0:02:31 red ford 12:55:29 12:57:56 0:02:27 white TT 12:55:31 12:58:06 0:02:35 White SUT 12:55:35 12:58:09 0:02:34 silver jeep 12:55:37 12:57:59 0:02:22 silver lexus 12:55:42 12:57:54 0:02:12 dark green PT (small trailer) 12:55:42 12:58:05 0:02:23 white PT (2 D) 12:55:44 12:58:21 0:02:37 white van 12:55:46 12:58:09 0:02:23 silver mini van 12:55:47 12:58:04 0:02:17 silver jeep lexuse 12:55:49 12:58:02 0:02:13 white bobtail rig 12:55:52 12:58:30 0:02:38 black sedan 12:55:57 12:58:15 0:02:18 orange + blue TT 12:56:00 12:58:30 0:02:30 silver PT (4 D) 12:56:03 12:58:13 0:02:10

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115 Table A 22 Continued Travel time (Jacksonville s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime Avg. p er C First i ntersection Last i ntersection 11 green + golden PT (4D) 12:59:23 13:02:04 0:02:41 0:02:21 black jeep 12:59:21 13:02:00 0:02:39 black sedan 12:59:25 13:01:49 0:02:24 white jeep 12:59:27 13:01:46 0:02:19 golden ford 12:59:30 13:01:50 0:02:20 silver PT (4 D) 12:59:31 13:01:47 0:02:16 gray PT (2D) 12:59:32 13:01:50 0:02:18 black PT (4D) 12:59:32 13:01:52 0:02:20 red maxima 12:59:37 13:01:54 0:02:17 white+ black SUT 12:59:39 13:01:54 0:02:15 white Chevrolet 12:59:45 13:01:55 0:02:10 red PT (2 D) 12:59:45 13:02:03 0:02:18 13 black sedan 13:03:31 13:05:43 0:02:12 0:02:10 red sedan 13:03:35 13:05:45 0:02:10 black GMC (old) 13:03:38 13:05:43 0:02:05 white PT 13:03:39 13:05:47 0:02:08 blue bobtail rig 13:03:44 13:05:50 0:02:06 yellow TT 13:03:44 13:05:58 0:02:14 blue bobtail rig 13:03:46 13:05:48 0:02:02 orange TT 13:03:48 13:06:03 0:02:15 black jeep 13:03:51 13:06:06 0:02:15

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116 Table A 22 Continued Travel time (Jacksonville s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime Avg. p er C First i ntersection Last i ntersection 15 silver sedan 13:07:27 13:10:05 0:02:38 0:02:04 silver ford (old) 13:07:30 13:09:36 0:02:06 golden camry 13:07:35 13:09:37 0:02:02 green TT 13:07:39 13:09:53 0:02:14 white sedan 13:07:49 13:09:40 0:01:51 white TT 13:07:53 13:09:56 0:02:03 black PT (Carried vehs.) 13:07:56 13:09:51 0:01:55 white van 13:07:57 13:09:59 0:02:02 white PT (4 D) 13:07:59 13:10:02 0:02:03 red TT 13:08:02 13:09:47 0:01:45 17 white PT (4 D) 13:11:07 13:14:03 0:02:56 0:02:28 brown PT (4 D) 13:11:10 13:13:54 0:02:44 silver ford jeep 13:11:11 13:13:57 0:02:46 golden sedan 13:11:13 13:13:43 0:02:30 red moter cycle 13:11:14 13:13:45 0:02:31 black sedan 13:11:18 13:13:55 0:02:37 red jeep 13:11:21 13:13:52 0:02:31 black honda 13:11:27 13:13:52 0:02:25 black PT (4D) 13:11:23 13:13:59 0:02:36 red sedan 13:11:26 13:13:50 0:02:24 white TT 13:11:27 13:14:01 0:02:34 black GMC 13:11:34 13:13:46 0:02:12 black jeep lexuse 13:11:37 13:13:58 0:02:21 white PT (2.5 D) 13:11:55 13:14:01 0:02:06 white maxima 13:12:01 13:14:08 0:02:07 W hite + yellow official sedan 13:12:03 13:14:09 0:02:06 black GMC (towing veh. Trailer) 13:11:27 13:14:03 0:02:36

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117 Table A 22 Continued Travel time (Jacksonville s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime Avg. p er C First i ntersection Last i ntersection 19 white jeep 13:15:25 13:17:29 0:02:04 0:02:00 sil ver jeep 13:15:28 13:17:26 0:01:58 black PT (4D) 13:15:30 13:17:33 0:02:03 yellow TT 13:15:31 13:17:41 0:02:10 white PT (2.5 D) 13:15:33 13:17:37 0:02:04 white SUT 13:15:39 13:17:36 0:01:57 silver jeep 13:15:41 13:17:34 0:01:53 blue PT (4 D) 13:15:42 13:17:36 0:01:54 brown mini van 13:15:43 13:17:44 0:02:01 black camry (old) 13:15:44 13:17:37 0:01:53 white+ yellow official sedan 13:15:44 13:17:44 0:02:00 red PT (4 D) 13:15:51 13:17:56 0:02:05 black sedan (box) 13:15:51 13:17:46 0:01:55 black camry (new) 13:15:56 13:17:56 0:02:00 21 silver sedan 13:19:07 13:21:38 0:02:31 0:02:20 black camry (new) 13:19:07 13:21:39 0:02:32 light green sedan 13:19:10 13:21:29 0:02:19 black sedan 13:19:11 13:21:37 0:02:26 blue jeep (small) 13:19:14 13:21:41 0:02:27 gray sedan 13:19:15 13:21:43 0:02:28 red sedan 13:19:20 13:21:45 0:02:25 silver jeep 13:19:22 13:21:34 0:02:12 black jeep (new) 13:19:27 13:21:36 0:02:09 green jeep 13:19:55 13:21:47 0:01:52

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118 Table A 22 Continued Travel time (Jacksonville s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime Avg. p er C First i ntersection Last i ntersection 23 white + red SUT 13:23:27 13:26:01 0:02:34 0:02:23 white bobtail rig 13:23:27 13:25:25 0:01:58 white van 13:23:30 13:26:31 0:03:01 white jeep (old) 13:23:32 13:25:29 0:01:57 black car tower 13:23:36 13:26:23 0:02:47 black lexus 13:23:37 13:25:26 0:01:49 white SUT 13:23:41 13:25:29 0:01:48 white jeep 13:23:44 13:25:33 0:01:49 black old van 13:23:45 13:25:47 0:02:02 golden jeep 13:23:48 13:25:41 0:01:53 red jeep (small) 13:23:50 13:25:50 0:02:00 black ford (new) 13:23:52 13:26:09 0:02:17 ambulance 13:23:53 13:25:59 0:02:06 black van 13:23:54 13:26:14 0:02:20 white + black jeep 13:23:54 13:26:14 0:02:20 light green jeep 13:23:58 13:27:53 0:03:55 red TT 13:23:59 13:27:46 0:03:47

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119 Table A 22 Continued Travel time (Jacksonville s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime Avg. p er C First i ntersection Last i ntersection 25 silver van 13:27:20 13:29:45 0:02:25 0:02:23 silver sedan 13:27:21 13:29:20 0:01:59 golden PT (2.5 D) 13:27:23 13:29:53 0:02:30 light yellow jeep 13:27:23 13:29:55 0:02:32 black sedan 13:27:24 13:29:54 0:02:30 red jeep 13:27:25 13:29:46 0:02:21 silver PT (4 D) 13:27:27 13:29:51 0:02:24 white + red PT ( 2 D) 13:27:28 13:29:58 0:02:30 white jeep nissan 13:27:30 13:30:00 0:02:30 red sedan 13:27:31 13:29:50 0:02:19 white van 13:27:34 13:29:52 0:02:18 white + red TT 13:27:34 13:30:06 0:02:32 white + red bobtail rig 13:27:49 13:30:12 0:02:23 white + black TT 13:27:59 13:30:10 0:02:11 27 white + blue TT 13:31:07 13:33:20 0:02:13 0:01:51 red PT (2 D) 13:31:07 13:33:20 0:02:13 white mini van 13:31:13 13:33:19 0:02:06 silver sedan 13:31:13 13:33:17 0:02:04 white PT (2 D) 13:31:17 13:33:27 0:02:10 black caprice (new) 13:31:46 13:33:21 0:01:35 silver mini van 13:31:48 13:33:28 0:01:40 black altima 13:31:48 13:33:33 0:01:45 black PT (4D) 13:31:51 13:33:34 0:01:43 red PT (2.5 D) 13:31:52 13:33:32 0:01:40 white SUT 13:31:52 13:33:33 0:01:41 dark green PT (4 D) 13:31:55 13:33:36 0:01:41 white caprice (old) 13:31:57 13:33:39 0:01:42 black ford (new) 13:32:00 13:33:46 0:01:46

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120 Table A 22 Continued Travel time (Jacksonville s ite) Cycle # Vehicle t ype Crossing t ime Travel t ime Avg. p er C First i ntersection Last i ntersection 29 black mercedes benz 13:35:10 13:37:46 0:02:36 0:02:24 silver PT (4 D) 13:35:10 13:37:43 0:02:33 black PT (4D) 13:35:13 13:37:49 0:02:36 silver ford (old) 13:35:15 13:37:44 0:02:29 black sedan (box) 13:35:16 13:37:45 0:02:29 black sedan 13:35:16 13:37:48 0:02:32 gray sedan (box) 13:35:27 13:37:52 0:02:25 red GMC 13:35:37 13:37:42 0:02:05 white mini van 13:35:54 13:37:49 0:01:55

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121 Table A 23 Data r eduction i ntersection 1 (Starke) Lane 1 Lane 2 Lane 3 12:45:30 Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 1 12:46:4 5 12:47:45 14 12:46:58 4 0 22 12:46:49 4 0 12:47:16 4 12:47:26 4 12:47:30 3 12:47:34 4 12:47:48 4 2 12:49:05 12:50:04 17 12:49:09 4 0 17 12:49:22 7 1 12:49:55 2 12:49:29 4 12:50:01 3 12:49:48 4 12:50:05 4 12:50:00 4 3 12:51:17 12:52:24 16 12:51:13 4 0 14 12:51:32 4 2 12:51:50 8 12:51:37 4 12:51:44 4 12:51:53 4 4 12:53:27 12:54:44 17 12:53:38 3 0 27 12:54:22 5 5 12:53:28 8 12:54:00 3 12:53:33 4 12:54:11 4 12:53:48 3 12:54:42 3 5 12:56:01 12:57:05 16 12:56:20 8 0 20 12:56:37 2 1 12:56:42 4 12:56:44 3 12:56:51 4 12:56:57 4 6 12:58:25 12:59:24 17 1 18 2 12:58:25 7 12:59:09 4 7 13:00:33 13:01:45 20 13:00:34 4 0 24 13:00:53 7 1 13:01:12 4 13:00:47 7 13:01:01 4 13:00:57 4 13:01:16 4 13:01:39 4 13:01:43 3 8 13:03:05 13:04:04 14 13:03:30 4 0 18 13:03:38 6 1 13:03:37 0 13:03:50 4 13:03:54 0 13:03:59 3 9 13:05:25 13:06:24 14 13:05:55 4 2 19 13:05:47 4 5 13:05:20 3 13:06:07 4 13:06:18 3 10 13:07:47 13:08:44 13 13:07:56 3 0 17 13:07:53 4 2 13:08:15 4 13:08:02 4 13:08:32 3 13:08:27 4 13:08:44 4 13:08:36 4 13:08:49 4

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122 Table A 23 Continued Lane 1 Lane 2 Lane 3 12:45:30 Total t hru Trucks Total RT Trucks To tal t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 11 13:10:05 13:11:04 16 13:10:10 4 0 13 13:10:16 4 3 13:10:17 8 13:10:25 7 13:10:24 0 13:10:54 4 12 13:12:15 13:13:24 16 13:12:28 0 0 19 13:12:37 3 4 13:12:48 4 13:12:50 4 13:12:56 4 13:13:04 4 13:13:10 4 13:13:24 4 13:13:17 4 13:13:26 4 13 13:14:45 13:15:44 14 13:15:00 4 0 17 13:15:08 3 3 13:14::33 3 13:15:05 0 13:15:12 3 13:15:09 4 13:15:37 4 13:15:18 6 13:15:49 3 13:15:40 4 13:15:46 4 14 13:17:05 13:18:05 14 13:17:15 4 2 14 13:17:13 4 4 13:17:46 4 13:18:00 3 15 13:19:24 13:20:24 12 13:19:38 6 0 13 13:19::31 4 3 13:19::48 4 13:19::55 8 16 13:21:24 13:22:45 19 13:21:33 8 0 18 13:21:40 3 2 13:22:14 3 13:22:02 4 13:21:48 4 13:22:10 4 13:22:10 7 13:22:31 4 13:22:15 4 17 13:24:03 13:25:05 15 13:24:27 4 0 16 13:24:27 4 1 13:24:42 4 13:25:00 0 18 13:26:25 13:27:25 15 13:27:13 4 0 13 13:26:37 0 4 13:27:27 4 13:26:56 4 13:27:29 4 19 13:28:45 13:29:45 16 13:28:58 7 0 12 13:28:48 4 2 13:29:02 7 13:29:14 7 13:29:17 4 13:29:28 7 13:29:33 4 13:29:37 7

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123 Table A 23 Continued Lane 1 Lane 2 Lane 3 12:45:30 Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 20 13:31:05 13:32:05 19 13:31:30 4 0 13 13:31:21 4 1 13:31:57 6 13:31:40 1 13:31:27 3 13:31:44 8 13:31:47 4 13:31:50 4 13:31:55 8 21 13:33:26 13:34:24 23 13:33:51 8 0 16 13:33:51 4 5 13:33:10 6 13:34:11 7 13:33:59 3 13:34:24 4 13:34:05 4 13:34:12 4 13:34:15 4 13:34:24 4 22 13:35:45 13:36:45 14 13:35:46 4 0 13 13:35:59 3 2 13:36:17 4 13:36:05 4 13:36:22 4 13:36:16 4 13:36:27 4 13:36:22 8 13:36:40 4 13:36:31 3 13:36:44 3 23 13:38:06 13:39:05 17 13:38:23 4 0 16 13:38:21 4 6 13:38:06 3 13:38:27 4 13:39:01 6 13:38:50 3 13:38:40 4 13:38:52 4 13:38:58 4 13:39:08 4 24 13:40:25 13:41:25 11 13:40:29 1 0 16 13:40:46 1 5 13:40:54 4 13:41:00 4 13:41:00 4 13:41:08 4 13:41:16 2 25 13:42:40 13:43:45 16 13:43:06 0 1 17 13:42:56 7 3 13:43:10 4 13:43:03 4 13:43:35 0 13:43:41 4 26 13:45:05 13:46:05 15 13:45:21 4 0 13 13:45:28 3 1 13:45:32 8

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124 Table A 24 Data r eduction i ntersection 2 (Starke) Lane 1 Lane 2 Lane 3 Total t hru Trucks Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 1 12:47:28 12:49:26 17 12:47:44 4 0 27 12:47:39 4 2 12:48:02 4 12:48:14 4 12:48:15 3 12:48:20 4 12:48:24 4 12:48:44 7 2 12:49 :53 12:51:46 16 12:50:03 7 0 21 12:50:05 4 1 12:50:09 4 12:50:32 7 12:50:43 2 12:50:43 4 12:50:47 3 12:50:52 4 3 12:52 :13 12:54:06 24 12:52:16 4 0 26 12:52:32 4 1 12:52:37 4 12:52:48 4 12:52:59 4 4 12:54:23 12:56:26 17 12:54:29 3 0 28 12:55:09 5 12:54:43 3 12:54:53 4 12:55:19 3 12:56:18 4 5 12:56 :43 12:58:45 18 12:57:01 8 0 23 12:57:19 2 0 12:57:25 4 12:57:26 3 12:57:34 4 12:57:38 4 12:58:23 4 6 12:59 :14 13:03:26 41 13:01:12 4 1 49 13:01:26 7 1 13:01:21 7 13:01:35 4 13:01:35 4 13:01:49 4 13:02:16 4 13:02:21 3 7 13034 3 130545 14 130419 4 0 28 130412 6 0 130426 8 130436 4 130441 0 130445 3 130502 0 8 13061 2 130805 15 130637 4 0 23 130643 4 0 130650 4 9 130826 131027 15 130835 6 0 24 130834 0 0 130852 4 130842 4 130910 4 130905 4 130918 3 130924 4 130923 4

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125 Table A 24 Continued Lane 1 Lane 2 Lane 3 Total t hru Trucks Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 10 131045 131245 14 131052 4 0 15 131053 4 0 131058 8 131102 7 131137 4 11 1313 12 131505 18 131339 4 1 19 131331 3 0 131343 4 131343 4 131353 4 131358 4 131359 4 131404 7 131407 4 131413 4 131450 7 131454 7 12 1315 27 131725 18 131530 7 0 22 131557 3 0 131544 4 131559 3 131550 0 131604 8 131555 4 131621 4 131603 6 131627 4 131624 4 131628 4 131651 0 131655 0 131700 4 13 1317 48 131945 15 131758 4 1 23 131756 0 2 131820 7 131815 4 131831 3 131922 0 14 1320 05 132205 18 132024 6 0 19 132012 4 1 132208 8 132026 4 132035 8 15 1322 24 132425 24 132244 4 0 19 132232 3 0 132255 4 132239 4 132315 4 132259 7 132339 7 132304 4 132327 4 16 1324 47 132645 15 132515 4 0 21 132509 4 132526 4 132538 0

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126 T able A 24 Continued Lane 1 Lane 2 Lane 3 Total t hru Trucks Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 17 132708 133125 33 132722 0 1 35 132733 4 1 132747 4 132758 4 132758 4 132928 4 132939 7 133004 7 132941 7 132958 7 133001 4 133013 4 133017 7 133046 0 18 1331 43 133345 25 133212 4 0 16 133156 4 1 133314 0 133221 1 132303 3 133225 8 133222 4 133232 8 133227 4 133314 7 19 1334 03 133605 22 133431 7 0 22 133426 4 0 133446 7 133430 3 133438 4 133443 4 133446 4 133455 4 133601 7 20 133623 133825 14 133632 4 0 13 133641 3 1 133659 4 133645 4 133702 4 133656 4 133708 4 133702 8 133715 3 133720 4 133726 3 21 1338 45 134051 19 133858 3 0 25 133902 4 2 133911 4 133907 4 133919 7 133944 6 133925 4 133934 4 133939 4 133947 4 134003 4

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127 Tab le A 24 Continued Lane 1 Lane 2 Lane 3 Total t hru Trucks Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 22 134115 134305 17 134124 1 0 14 134136 1 1 134147 4 134152 4 134159 4 134207 2 23 134323 134525 22 134355 0 0 18 134341 7 0 134400 4 134349 4 134409 4 24 134543 134745 18 134605 4 1 18 134606 3 1 134616 8 134700 0 25 134807 135005 16 13821 0 0 22 1 134837 4 134848 7 134925 0 135008 0 Table A 25 Data reduction i ntersection 3 (Starke) Lane 1 Lane 2 Lane 3 Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 1 12:47:06 12:49:02 20 12:47:09 4 0 27 12:47:11 7 2 12:47:24 4 12:48:03 4 12:48:11 4 12:48:36 4 12:48:26 4 12:48:41 4 12:48:35 3 12:48:43 4 2 12:49:22 12:51:22 16 12:50:28 7 0 23 12:49:24 7 1 12:50:37 4 12:50:29 4 12:51:08 2 12:50:56 7 12:51:12 3 12:51:05 4 12:51:17 4 3 12:51:53 12:54:04 22 12:52:42 4 1 22 12:52:56 4 5 12:53:03 4 12:53:12 4 12:53:26 4 4 12:54:23 12:56:01 14 12:54:53 3 0 29 12:55:32 5 3 12:55:07 3 12:55:16 4 12:55:43 3

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128 Table A 25 Continued Lane 1 Lane 2 Lane 3 Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 5 12:56:27 12:58:21 19 12:56:44 4 0 17 12:57:39 2 6 12:57:23 8 12:57:46 3 12:57:48 4 12:57:54 4 12:57:58 4 6 12:58:53 13:00:41 18 0 22 12:59:02 4 2 7 13:01:09 13:03:02 22 13:01:32 4 0 24 13:01:48 7 1 13:01:44 7 13:02:09 4 13:02:09 4 13:02:28 4 13:03:01 4 13:03:05 3 8 130335 130521 15 130418 0 0 30 130339 0 1 130446 4 130438 6 130454 0 130509 3 130506 4 130512 2 130525 0 9 130540 130741 13 130659 4 1 23 130705 4 4 130711 4 10 130802 131001 15 130856 6 1 23 130857 0 2 130914 4 130904 4 130929 4 130930 4 130947 3 130949 4 130951 4 11 131024 131221 13 131115 4 0 15 131114 4 1 131121 8 131126 7 131201 4 12 131243 131441 17 131343 0 0 24 131354 3 4 131406 4 131405 4 131409 4 131421 4 131420 4 131426 7 131427 4 131438 4 131435 4 13 131501 131715 19 131610 4 0 20 131512 0 1 131618 2 131515 0 131625 4 131621 3 131635 6 131631 8 131653 4 131648 3 131658 4 131656 3 131713 0 131717 0

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129 Table A 25 Continued Lane 1 Lane 2 Lane 3 Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 14 131734 132141 29 131742 7 0 38 131821 0 3 131824 4 131839 4 131849 2 131854 3 132047 6 131938 0 132034 4 132045 4 132057 8 15 132203 132401 23 132230 8 0 21 132303 3 2 132306 4 132307 4 132317 4 132323 7 132338 4 132326 4 132357 7 132348 4 16 132432 132626 18 132538 4 0 22 132532 4 4 132552 4 132600 2 17 132645 132901 15 132809 4 0 19 132754 4 0 132820 4 132819 4 18 132921 133343 37 133000 7 0 32 132947 4 2 133340 7 133002 7 133020 4 133022 7 133026 7 133036 4 133218 4 133039 7 133223 3 133107 0 133249 4 133236 4 133252 4 133245 4 133250 8 133256 8 19 133402 133541 24 133454 8 0 19 133448 4 0 133508 7 133451 3 133503 4 133507 4 133510 4 133517 4 20 133602 133801 15 133652 4 0 17 133625 7 1 133700 3 133705 4 133722 4 133721 4 133726 4 133727 8 133731 4 133739 3 133744 4 133750 3

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130 Table A 25 Continued Lane 1 Lane 2 Lane 3 Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 21 133829 134301 34 133929 4 0 40 133929 4 2 133935 2 133934 4 133949 7 134009 6 133954 4 134157 1 134002 4 134210 7 134007 4 134219 4 134014 4 134024 4 134148 1 134211 4 134215 4 134229 2 22 134320 134721 36 134418 0 0 38 134402 7 4 134423 4 134410 4 134630 4 134430 4 134639 8 134629 3 134719 0 23 134744 135421 47 134844 2 0 67 134942 7 5 134858 4 135049 4 134916 7 135118 3 134949 0 135138 7 135031 8 135142 4 135044 4 135338 4 135128 4 135349 2 135142 3 135327 4 135336 4 135343 4 135351 3 135356 3

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131 Table A 26 Data r eduction i ntersection 4 (Starke) Lane 1 Lane 2 Lane 3 Start End Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Time Type Time Type Time Type Time Type 1 12:47:40 PM 12:49:04 PM 14 12:47:50 4 4 12:47:40 4 22 12:47:42 7 4 12:48:20 4 12:48:12 4 12:48:34 4 12:48:46 4 12:48:43 3 12:48:52 4 12:48:51 4 2 12:50:14 PM 12:51:24 PM 14 12:50:36 7 2 19 12:50:16 7 2 12:50:47 4 12:50:37 4 12:51:18 2 12:51:05 7 12:51:23 3 12:51:15 4 12:51:27 4 3 12:52:30 PM 12:53:44 PM 12 12:52:50 4 4 12:52:46 3 10 12:53:05 4 3 12:53:13 4 12:53:23 4 12:53:36 4 4 12:54:37 PM 12:56:04 PM 13 12:55:16 3 4 24 12:55:01 3 5 12:55:24 4 12:55:41 5 12:55:52 3 5 12:56:53 PM 12:58:24 PM 16 12:57:33 8 4 12:57:09 4 13 12:57:47 2 3 12:57:58 4 12:57:54 3 12:58:02 4 12:58:06 4 6 12:59:13 PM 1:00:44 PM 13 5 18 3 12:59:20 4 7 1:02:04 PM 1:03:04 PM 16 13:02:12 4 3 22 13:02:20 7 1 13:02:21 7 13:02:29 4 13:02:28 4 13:02:38 4 8 1:04:08 PM 1:05:24 PM 14 13:04:10 4 4 13:04:19 3 21 13:04:48 6 5 13:04:55 4 13:05:16 3 13:05:04 4 13:05:18 4 13:05:23 2 9 130633 130744 9 130708 4 0 18 130711 4 4 130718 4 10 130840 131004 10 130904 6 4 20 130903 0 5 130922 4 130912 4 130936 4 130940 4 130958 3 130958 4 131000 4 11 131117 131224 8 131127 4 2 131134 8 12 131127 4 5 131211 4

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132 Table A 26 Continued Lane 1 Lane 2 Lane 3 Start End Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Time Type Time Type Time Type Time Type 12 131323 131443 10 131415 4 4 16 131402 3 4 131418 4 131413 4 131429 4 131429 4 131436 4 131433 7 13 131552 131703 16 131556 4 3 14 131556 7 6 131546 4 131623 4 131631 3 131703 8 131631 2 131634 3 131636 4 131646 6 131656 4 131704 4 14 131812 131924 11 131817 4 7 131834 0 17 131833 0 1 131848 7 131840 0 131846 4 131846 4 131904 2 131904 3 15 132010 132144 9 132054 6 3 15 132017 0 4 132041 4 132058 4 132105 8 16 132237 132404 19 132244 8 3 132408 7 19 132310 3 4 132344 4 132314 4 132331 7 132325 4 132334 4 132346 4 132356 4 17 132510 132624 14 132547 4 4 20 132541 4 4 132600 4 132609 2 18 132723 132844 8 132818 4 4 17 132802 4 0 132829 4 132827 4 19 132925 133104 11 133007 7 5 13 132954 4 3 133010 7 133027 4 133032 7 133035 7 133046 4 133049 7 20 133209 13324 13 133212 2 5 12 133227 4 3 133245 4 133231 3 133254 1 133259 4 133258 8 133302 4 133305 8 21 133413 133544 17 133504 8 6 17 133457 4 1 133518 7 133459 3 133513 4 133517 4 133521 4 133526 4

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133 Table A 26 Continued Lane 1 Lane 2 Lane 3 Start End Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Time Type Time Type Time Type Time Type 22 133627 133804 14 133700 4 0 10 133635 7 5 133735 4 133707 3 133714 4 133731 4 133735 8 133735 4 133740 4 133748 4 133753 4 133758 3 23 133903 134024 14 133931 4 4 133952 2 15 133943 4 3 133938 4 134020 6 134004 7 134010 4 134017 4 134020 4 134026 4 24 134113 134243 6 134156 1 8 134120 4 20 134204 1 2 134218 4 134240 3 134217 7 134222 4 134225 4 25 134329 134503 12 134426 0 5 19 134409 7 1 134431 4 134417 4 134436 4 26 134614 134724 14 134640 4 2 134730 0 15 134638 3 4 134649 8 27 134750 134944 11 134852 2 3 14 0 134906 4 134926 7 28 135057 135204 15 135103 8 6 18 135110 4 4 135108 4 135131 2 135138 4 135149 7 135152 3 135152 4

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134 Table A 27 Data reduction i ntersection 1 (Jacksonville) Lane 1 Lane 2 Lane 3 12:39:22 Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 1 12:39:22 12:39:59 11 123923 4 2 10 123949 6 1 123913 3 123952 4 123951 1 123956 4 2 12:41:10 12:42:00 14 1 12 124147 7 0 3 12:43:10 12:44:00 11 124350 7 1 13 0 4 12:45:17 12:46:00 10 124602 2 0 7 0 5 12:47:11 12:48:00 12 124712 6 1 17 1 124738 4 124743 1 6 12:49:08 12:50:00 9 1 9 1 7 12:51:24 12:52:00 9 125142 4 0 10 125142 0 0 125149 4 125156 2 8 12:52:50 12:54:00 5 125256 4 4 9 0 9 12:55:22 12:56:00 12 125525 1 0 17 0 125531 4 125536 7 125553 1 125601 4 10 12:56:50 12:58:00 9 3 17 125753 4 1 11 12:59:19 13:00:00 15 0 13 125939 7 1 130002 4 12 13:01:03 13:02:00 8 130124 7 5 130134 4 15 0 13 13:03:25 13:04:00 7 130327 1 0 9 130344 1 0 130344 4 130346 1 130348 4 14 13:05:10 13:06:00 12 130514 3 5 16 130540 4 0 130530 6 130553 4 130548 1 130553 4 15 13:07:21 13:08:00 8 130733 2 3 10 130756 2 1 130739 4 130803 4 130754 4 16 13:08:50 13:10:00 9 0 6 1 17 13:11:04 13:12:00 12 131127 4 0 10 0 18 13:13:12 13:14:00 7 131323 7 4 13 131336 7 1 131334 1 131341 4 19 13:15:24 13:16:00 10 3 11 131531 4 0 131539 7 20 13:17:12 13:18:00 14 131757 0 3 14 131723 7 0 131728 4 21 13:19:05 13:20:00 7 1 6 2 22 13:21:11 13:22:00 8 132146 4 0 13 132115 4 0 132149 4 132202 4

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135 Table A 27 Continued Lane 1 Lane 2 Lane 3 12:39:22 Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 23 13:23:22 13:24:00 12 132328 7 3 132339 7 12 132328 1 1 132358 7 132400 4 132341 7 132353 8 24 13:25:06 13:26:00 14 132513 7 0 7 132529 4 0 132552 7 132535 1 25 13:27:18 13:28:00 8 132734 4 0 8 0 132749 1 132759 0 26 13:29:11 13:30:00 10 132919 7 1 12 132932 4 1 132927 7 132935 4 27 13:31:04 13:32:00 10 1 6 133108 4 2 133119 7 133152 7 28 13:33:10 13:34:01 9 133316 7 0 10 133329 2 1 133312 4 133319 7 29 13:35:08 13:36:01 9 2 8 1 133547 4 30 13:37:10 13:38:01 8 133717 2 5 9 133752 1 1 133744 7 31 13:39:11 13:40:01 7 133924 7 1 10 133939 7 2

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136 Table A 28 Data reduction i ntersection 2 (Jacksonville) Lane 1 Lane 2 Lane 3 12:40:00 Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 1 12:40:00 12:40:59 8 124002 1 2 124059 8 17 124037 6 0 124018 4 124040 1 124046 4 124044 4 124051 4 2 12:42:11 12:43:00 16 124228 4 2 17 124246 7 1 3 12:44:17 12:45:04 11 124443 7 2 13 0 4 12:45:52 12:46:59 14 124649 2 1 7 0 5 12:47:47 12:48:59 15 124803 6 5 20 1 124824 4 124833 1 6 12:49:47 12:50:59 10 124952 7 2 13 0 125018 7 125021 7 7 12:52:17 12:53:04 9 125244 0 3 12 125245 0 125248 4 125254 4 8 12:53:52 12:54:59 8 125412 4 0 16 125424 8 1 12520 4

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137 Table A 28 Continued Lane 1 Lane 2 Lane 3 12:40:00 Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 9 12:55:47 12:56:59 13 125617 1 1 18 1 125627 4 125630 7 125645 7 125654 1 125657 4 10 12:58:00 12:59:01 12 125804 4 1 15 125810 4 0 125816 4 11 13:00:04 13:01:04 14 1 14 130027 7 1 12 13:01:52 13:02:58 15 130220 7 0 14 0 13 13:03:46 13:04:59 16 130352 4 1 8 130433 1 0 130405 4 130435 1 130421 1 130438 4 130442 4 14 13:05:47 13:06:59 15 130600 7 1 15 130607 3 2 130623 6 130625 4 130637 1 130641 4 130643 4 15 13:07:47 13:08:59 15 130825 2 0 10 130754 1 1 130842 4 130808 4 130846 4 130842 2 130849 7 130846 4 16 13:10:00 13:10:59 11 0 8 1 17 13:11:47 13:12:59 16 131218 2 0 11 131222 4 1 18 13:14:03 13:14:59 12 131427 7 1 12 131421 7 1 131433 1 19 13:16:00 13:17:02 16 131633 7 1 8 131632 4 1 20 13:17:50 13:19:00 17 131802 4 3 17 131755 7 1 131829 4 131818 7 131849 0 21 13:20:00 13:21:01 8 0 8 0 22 13:21:49 13:23:00 12 132156 1 0 16 132212 4 0 132208 7 132232 4 132255 4 23 13:24:01 13:25:03 13 132414 4 1 17 132404 4 1 132434 7 132424 1 132505 4 132435 7 24 13:26:07 13:27:00 16 132635 7 2 14 132630 4 0 132647 7 132637 1

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138 Table A 28 Continued Lane 1 Lane 2 Lane 3 12:40:00 Total t hru Trucks Total RT Trucks Total t hru Trucks Total LT Trucks Cycle Start End Time Type Time Type Time Type Time Type 25 13:27:48 13:29:00 12 132825 4 0 11 0 132842 1 132847 0 26 13:29:48 13:31:00 12 133005 7 0 12 133013 4 0 133011 7 133029 4 27 13:31:48 13:33:00 13 133305 4 0 9 133211 7 0 133215 4 133233 7 28 13:34:00 13:35:00 13 133420 7 2 15 133423 2 0 133423 7 29 13:36:00 13:37:02 8 133606 4 0 10 0 30 13:38:02 13:39:04 13 133823 2 1 133835 7 12 1 31 13:40:21 13:41:08 11 134038 4 1 13 134044 7 0 134056 7 Table A 29 Data reduction i ntersection 3 (Jacksonville) Lane 1 Lane 2 Lane 3 Lane 4 Start End Total t hru Trucks Total RT Trucks Total t hru Trucks Total t hru Trucks Total LT Cycle Time Type Time Type Time Type Time Type 1 12:39:01 12:40:15 5 2 9 123925 7 5 1 2 1 2:41:03 12:42:18 2 17 124112 1 12 124128 6 1 124132 4 124132 1 124142 4 124136 4 124220 4 124141 4 3 12:42:52 12:44:15 6 1 16 124331 4 20 124342 4 0 124407 0 4 12:45:17 12:46:15 5 134519 4 2 9 124544 7 8 1 134549 3 5 12:47:17 12:50:15 11 4 25 124849 4 26 1 124916 4 124924 1 6 12:51:03 12:52:15 7 135114 4 1 11 125122 0 11 0 125211 1 7 12:52:49 12:56:16 8 135352 4 1 22 125339 0 28 125340 2 0 13 5400 4 125513 4 125517 4 8 12:57:31 12:58:21 11 135735 1 2 9 125740 4 8 125806 4 2 125804 4 9 12:59:10 13:00:15 1 12 125917 4 12 125917 4 2 125933 4

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139 Table A 29 Continued Lane 1 Lane 2 Lane 3 Lane 4 Start End Total t hru Trucks Total RT Trucks Total t hru Trucks Total t hru Trucks Total LT Cycle Time Type Time Type Time Type Time Type 10 13:01:19 13:04:16 13 1 26 130127 4 23 130135 0 4 130249 7 130317 7 11 13:05:04 13:06:19 7 12 130508 4 8 130531 1 1 130517 4 130530 1 130539 4 130544 4 12 13:07:0 4 13:08:16 7 130710 7 1 9 130714 3 15 130713 3 0 130723 6 130726 4 130733 1 130729 4 130737 4 13 13:09:0 4 13:10:19 4 1 15 130937 4 10 130909 4 0 130940 4 130918 4 131014 4 130933 2 130935 4 14 13:11:1 8 13:12:16 4 1 7 7 1 15 13:13:18 13:14:15 4 3 11 10 131339 4 0 131343 3 16 13:14:4 8 13:16:16 16 131523 3 11 131528 1 10 131509 7 1 131551 4 131516 4 17 13:17:0 4 13:18:16 7 1 7 7 131721 7 0 131725 4 18 13:18:49 13:20:16 9 4 11 131914 4 11 131857 7 1 131940 7 131909 7 131914 4 19 13:21:04 13:22:16 7 1 5 132215 1 6 2 20 13:22:5 3 13:26:16 16 132258 1 1 23 132343 4 23 132319 4 2 132307 3 132518 7 132326 4 132503 4 132512 1 21 13:27:04 13:28:19 6 132730 4 1 13 132709 4 11 132738 1 0 132748 7 22 13:29:2 0 13:30:16 4 10 132941 4 16 0 132947 1 132950 0 23 13:31:0 3 13:32:16 9 133115 7 1 9 133110 7 11 133115 4 0 133119 4 24 13:32:4 9 13:34:16 4 3 11 133339 4 8 133305 3 0 133319 0 133348 4

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140 Table A 2 9 Continued Lane 1 Lane 2 Lane 3 Lane 4 Start End Total t hru Trucks Total RT Trucks Total t hru Trucks Total t hru Trucks Total LT Cycle Time Type Time Type Time Type Time Type 25 13:35:04 13:36:16 6 11 133521 7 12 133520 0 2 133524 7 26 13:37:1 8 13:38:16 5 133732 4 2 7 7 0 27 13:38:54 13:40:16 5 3 13 133922 2 11 133926 1 1 28 13:41:3 2 13:42:22 6 1 8 134151 4 10 4 134200 7 Table A 30 Data r eduction i ntersection 4 (Jacksonville) Lane 1 Lane 2 Lane 3 Lane 4 Start End Total t hru Trucks Total RT Trucks Total t hru Trucks Total t hru Trucks Total LT Cycle Time Type Time Type Time Type Time Type 1 12:39:08 12:40:05 7 0 9 123945 7 5 1 2 1 2:40:50 12:42:05 8 0 12 134143 6 13 134134 1 1 134148 4 134146 1 134158 4 134150 4 134157 4 3 12:42:50 12:44:05 13 134346 4 13 134255 4 15 134357 0 1 4 12:44:54 12:46:05 8 134553 4 1 12 134600 7 16 134456 0 0 13 4604 2 5 12:46:52 12:48:05 7 1 8 10 1 6 12:49:06 12:50:04 14 1 8 134922 6 13 134937 1 0 134932 4 7 12:50:57 12:52:05 8 15 135132 7 16 0 135144 7 8 12:52:39 12:54:05 8 135408 4 3 7 135243 1 14 135355 2 3 135354 0 9 12:54:52 12:56:05 6 135458 4 11 135528 4 14 135527 0 1 135533 4 10 12:57:05 12:58:05 6 3 11 135801 1 10 0 135807 4 135809 7 11 12:59:23 13:00:05 15 125958 4 18 125933 1 12 135938 4 1 125947 4 135954 4 12 13:01:1 5 13:02:05 15 12 130154 7 10 1 130157 4 13 13:03:2 3 13:04:05 10 1 11 130339 7 13 130336 0 0 14 13:05:0 1 13:06:05 7 14 130541 4 11 130533 4 0 130551 1 130540 1 130559 4 130548 1 130604 4

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141 T able A 30 Continued Lane 1 Lane 2 Lane 3 Lane 4 Start End Total t hru Trucks Total RT Trucks Total t hru Trucks Total t hru Trucks Total LT Cycle Time Type Time Type Time Type Time Type 15 13:06:54 13:08:05 12 130735 3 0 10 130742 6 14 130732 4 1 130745 4 130746 4 130750 1 130753 4 16 13:08:5 0 13:10:05 3 2 17 130947 4 10 130933 1 1 130953 4 130941 4 130956 4 130951 2 17 13:11:0 8 13:12:05 10 1 13 131114 4 8 0 18 13:12:4 2 13:14:05 10 0 15 8 131401 4 2 131403 3 19 13:15:0 5 13:16:06 17 131546 7 3 7 131605 7 9 131526 7 0 13 1552 1 131531 4 20 13:16:50 13:18:06 11 0 10 11 131736 7 1 21 13:19:0 8 13:20:06 15 131955 0 1 7 131930 4 10 131918 7 0 131925 7 131929 4 22 13:21:2 2 13:22:06 13 1 8 7 0 23 13:22:45 13:24:06 14 132254 0 0 9 132247 1 12 132342 4 0 13 2320 1 132358 4 132345 4 13 2326 7 24 13:24:57 13:26:06 8 132601 7 0 12 132504 7 15 132517 4 1 132525 1 132529 7 132559 7 25 13:26:4 1 13:28:06 11 132746 4 0 10 132746 4 9 132753 1 3 132804 7 26 13:28:40 13:30:06 6 0 18 132859 4 16 0 133006 4 27 13:31:22 13:32:06 13 133139 7 2 9 133127 1 9 133146 4 0 13 3145 4 133137 0 133149 0 28 13:32:41 13:34:06 10 2 8 133359 4 8 133320 4 0 133333 7 133400 4 29 13:34:40 13:36:06 14 1 16 133538 7 11 133537 2 1 133541 7 30 13:37:1 0 13:38:06 5 133755 4 0 7 8 3 31 13:39:01 13:40:06 9 0 12 10 133938 2 1 133941 1 32 13:40:5 0 13:42:06 8 1 3 11 1

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142 LIST OF REFERENCES Ahmed, A. &Younghan, J. (2007), examining the effect of heavy vehicles during congestion using passenger car equivalents, proceeding 8th International Symposium on Heavy Vehicle Weights and Dimensions Alrashidy, Abdulmajjid. Data collection equipment. 2018. Starke, Fl. Bonneson, J. A., M. P. Pratt, and M. A. Vandehey. Predicting the Performance of Automobile Traffic on Urban Streets: Final Report. National Cooperative Highway Research P rogram Project 03 79. Texas Transportation Institute, Texas A&M University, College Station, Jan. 2008. Bureau of Design and Environment Manual. Illinois Department of Transportation, Illinois, 2016. Dogan, E., Akgungor, A. & Arslan, T. (2016), Estimation of delay and vehicle stops at signalized intersections using artificial neural network, Engineering Review, 36(2), 157 165 Dowling, R., et al. "NCFRP Report 31: Incorporating Truck Analysis into the Highway Capacity Manual." Transportation Research Board o f the National Academies, Washington, DC (2014). ITRE, North Carolina State University. HCM 6th Ed Tools (2016, Mar 11). Introduction and Installation (STREETVAL 2015e) [Video File]. Retrieved from https://www.youtube.com/watch?v=cbUQ8YzBoKo&t=0s&list=PLkDjKq7qL2ZTDsW K_phyZ6qih01R5MKTP&index=2 Highway Capacity Manual 2016 Transportation Research Board of the National Academies, Washington, D. C., 2016. Li, H., & Prevedouros, P. D. Detailed Observations of Saturation Headways and Start Up Lost Times, Journal of the Transportation Research Board, TRR 1802, Washington DC 2016 Ma, Y. & Lu, J. (2016), Effect of supplemental signal on start up lost time at signalized intersection, MATEC Web of Conferences 81, 5. Spack M (2016), How to decide when you need micro simulation analysis, Mike on Traffic, Retrieved from http://www.mikeontraffic.com/micro simulation analysis/ U.S. Department of Transportation Federal Highway Administration. (2018). Traffic of analysis tools program. Retrieved from https://ops.fhwa.dot.gov/trafficanalysistools/type_tools.htm University of Florida T ransportation R esearch C enter & T Concepts Corp. (2010), Guidance for the use of Alternative Traffic Analysis Too ls in Highway Capacity Analysis. Final Report NCHRB 3 85 National Cooperative Highway Research Program.

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143 Washburn, Scott S. and Cruz Casas, Carlos. Impacts of Trucks on Signalized Intersection Capacity. Computer Aided Civil and Infrastructure Engineerin g. Wiley Blackwell. 2010. Vol. 25, Issue 6, pp. 452 467. DOI: 10.1111/j.1467 8667.2010.00651.x

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144 BIOGRAPHICAL SKETCH Abdulmajj id Alrashidy was born in Hail province, Saudi Arabia. He grew up in Alhulaifah city. He graduated from Alhulaifah High School and got admitted to Hail University in 2009. Abdulmajjid earned his B.E. in civil engineering in 2014 and then he came to the University of Florida to st udy in the graduate program for civil engineering, transportation graduate studies in the doctoral program.