TTE 5204 SECOND TEST NAME SfR E ~ F I Pl<lPAr~.

j ~ p ~ ~ r - ,
A. E. Radwan (75 Minutes)
Spring '03

Read the following instructions:

'c
Students are allowed to use one single sheet (8.5~11inches) as a chea sheet and they
may use both sides. No other material is admitted except a regular pocket
calculator. FEEDS students that are taking this test off-campus should follow the
same rules.

Question 1 (20 points)

Explain why:

1. Semi-actuated signal controllers are most suitable to install at industrial parks and
shopping center exit points.

Lb

2. According to Webster's delay model, it is not critical to set signals at the "optimum
cycle length".
/
4/

3. Ramp Metering is used on urban freeways.

'+dIOSIK waa

4. Intelligent Transportation Systems (ITS) strategies are being applied to transit

services in urban areas.
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~ 4 ~ (

4m p- ~ b k 3 ban at~* ha4% C e e B

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5 . Traffic speed is lower upstream a bottleneck than downstream a bottleneck, yet traffic
flow may be equal at both points. e.

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Q

r ;f ~ cQFc keq,.
6. Multi-regime traffic models (flow-speed-density)have received wide acceptance by
the transportation community.

7 . One of the principal objectives of the MUTCD is to establish u n i f o z y .

.o Ykp & ( w ~ R ~ wAu - r c ~ ~ q p % @ 0~ 0g g '~k
Q+tPLL, INWLD, pc)py and F h - & 4 d e 7 n a r d ~ +Yt ~,wu~',. P pclrrnr*"?
E 311 a%r J P 416 r f D [ f ~ e JN a p wmM k
aNatne v, w o % e p ~ c + ~ w d n d WCCA ore VYLp
c$$?cJS)V~ MUTCR .
8. Roundabouts have less number of conflict points than four-leg at gade intersection.
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f f n + a ~ e -EP- + % %+ZZ wcgw m y CO3JkF/&
9. Oversaturation delay models are more realistic to be applied to busy arterials than
Web~ter's~delay
model.
C- wL.QM 1 model
&l?luJp $ V&% md$o e C C J A B E hence Or
ova<* ~ 8 g t mdeley m o d e f l . ~ t C-& 9
Xer % g ub a c d % *
2 4
10. Left turn pro ibition may serve as a solution to eft turn conflicts at an in
however it has some serious disadvantages.
 Question 2 (10 points) @
LIST

1. Three types of field studies needed for traffic signal warrants:

a. ?par LUJ ~Zay

2. Three types of traffic control devices:

a. ' I A Q ~ ~ !W~ ~ ~ P F

b. 7~.8#7~ 9

A
3. Four types of signal phasing schemes illustrated by a phase diagram:
Question 3 (10 points)

Briefly define:

1. ~ a x i m u Service
h Flow
FqPFy SF( / rd,,~c/-g ~d a
2C %. % m e m ~ m d m+bc~ 0

&km %r ~ o u t p A &?R*A .to maltmom

3-% DJod7Jpd @?t~, re, $?+ conb k ~ u p~ l l * L e
I
2. Regulatory

3. Saturation Flow Rate

3
l,qbgJ occuAr
( b'jP *,
d i CPh&
~ +it

0 . 3 ~cq,
j*

$&
s&+~/Qphaa
.
4. Full-actuated Traffic Signal Controllers
Catol[*x%OQ atto ~ ~ ~ e c b g
M Cab a h p J ac~~~dy~

5. Uniform Delay as defined by Webster

 Ouestion 4 (30 points)
0
\
The following cumulative vehiclesltime diagram represents conditions on a freeway
segment.

The output diagram describes a bottleneck started at 4:00 and lasted for 30 minutes, and
that steady state condition was restored at 5:30. From this diagram calculate the
following:

1. The normal hourly output rate.

2. The maximum queue length in number of vehicles.

/

\ - l ~ c 7 ~ ) : S D w

3. The longest time in the Q.

4. The total delay for all vehicles.

* 2 +. k B . 9
C ,,,
--.
2

5. The average delay per queued vehicle

 Question 5 (30 points) @
A two segment linear relationship was developed between speed (S), and density (D) as
described below:

Show the values of:

1. Points a and b. peen C ~ e e dr y e / &
D
( ~ O P I U fl~&! ''
P- e v b 9
Q = stf.
-&

-'
!b=
2. Points c and d solving the two equatips. \ %
c - 2 e p SC I PC JQ'-P*"'~
&'. J d 3 = 6~ 9 - o 'b ~ ~ '
sc OF C Y / ~ ) A sc s/~nCQ~//D) %2Ju?03*2

-D

__ __--I----CCC--

-----3-points e and f. why e and f are not equal? What ---".

/
\
phenomenon?

FF
A0 0 - Q - Z G ~ ~

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'2

fi
- o>q)Q 2;
3 5 -47
).

' %3.6*l, (-n ,)

14 b 8 a - L
k\ </-

: p ~ 3 ~ ~ + ( - 1 . 2 9 = 8 2 .d3 q~

'3 0, = r 3 - s + 1 ,-.pq-xh~)%+.
40
. c+(--g'go*)
z -
+ 82.79
-
-.
L
h
-'- 51-a~d30,20 8 J I -8 2 . 3 7 m ~ ~ . 7 ~
m m M
 TTE 5204 Second Test
Essam Radwan 75 Minutes Spring '02

Problem #1 (10 points)

Find the composite grade for the following grade sequences:

i) 1000 ft of 2% grade, followed by 2000 ft of 2% grade, followed by 750 ft of 4%

grade.

2 L6Ygu~k ~2 2.67 X ,
looofb * ------
a R 4--z&rf--
-
-8!

ii) 2000 ft of 4% grade, followed by 5000 ft of 3% grade, followed by 2000 ft of 5%

grade.
Figure 10-9 Solving foi- zqc~ivalentcofistant gracle using
t r u c k dece!eration curves.
Problem #2 (15 ~oints)

At a signalized intersection, one lane is observed to discharge 18 through vehiclesyin the

same time as the left lane discharges 9 through vehicles. For this case:

a) What is the through vehicle equivalent, E ~ for

T these left turning vehicles?

b) What is the left turn adjustment factor, fLT for the same case described?

c) What variables can be expected to affect the observed value of EL+?

Problem #3 (35 points)

The following table documents traffic counts taken at a freeway section every 30
minutes.

Calculate the following information:

1. The missing three columns in the table.

2. The clock time(s) of bottleneck(s).

* h Fie, (4

-
0

X;. a rm,$
l v
.\
w&,.
3. The duration of the traffic bottleneck(s).

4. The maximum Q length in cars and miles.

\?OD \1$4$?, * ?%!+ J
= 38-

52Yo 6 3
5. The longest time in the Q.
_I- --__ k.

30 3-6=
2x1sG - \\
6. The Average delay per vehicle.
~baA-w-4
I I . -
*W
- = h \ v b .A b 4
\,
>

w.+.,,.-
o . s p @2.+ * +
\-_ --
3 - ~ ~ I m + f m + > l s ? , t ~rs-t-;Fs

Ib4m
-- - 2cm+\
 Problem #4 (20 points)

The u-k relationship for a particular freeway lane was found to be:

Given that the speed is in miles per hour and the density is in vehicles per mile, find

a) Free-flow speed

b) Jam density

lJ2 0 - L. A

2.G= 0 * \ ( k- *k,)l-
k - ~ % o WSo
= 39 1

"k-- a s ~ \ scy asq

c) Lane capacity

72 hk
a= o l m i ( K - 2b0)? 2,g
&?- o l o ~ j ~ ( k qU)5
- 3.6 k
.Ji'q"T*-.- 0 .
(-Y=olmfk.Ck~4@kt5?6cpo]- d,6k2b,
d) Spe d at the capacity
Problem #S 120 points) @

500 arrival type 3

Tlllary St. ( 2 5 r all approaches

10
(2%)
I
a0 -------a t

(15%)

Signal Timing

39secG+3secY

L 15 sec G + 3 sec y

39 sac G + 3 s e c Y

The above diagram is for an intersection of Flatbush Ave. and Tillary St. The HCS 2000
software was used to conduct a capacity analysis and the attached output documents this

JVT
f, 9, ' 1 , 41 2
1. Show for the boxed numbers in the output how th se igures were calculated.
2. Recommend needed changes in the design and signalization to improve the LOS
 HCS2000: Signalized Intersections Release 4.1
Analyst: Essam Radwan Inter.: FlatBush & Tillary
Agency: UCF Area Type: All other areas
Date: 3/20/2002 Jurisd:
Period: Year :
Project ID: Test #2
E/W St: N/S St:
SIGNALIZED INTERSECTION
SUMMARY
1 Eastbound I Westbound I Northbound I Southbound I
IL T R I L T R IL T R IL T R I
No. Lanes
II1 3 O I
I
1 3 O
II 1 2 I I
O I 1 2 0 I
LGConfig IL T I L T I L T I L T I
Volume 1180 890 1340 1110 1350 1220 190 485 I
Lane Width 112.0 12.0
I
112.0 12.0
I
112.0 12.0
I
112.0 12.0
I I
RTOR Vol I
-
Duration 0.25 Area Type: All other areas
Operat ions
Phase Combination 1 2 3 4
EB Left P Left
Thru P Thru
Right P Right
Peds Peds
WB Left P Left
Thru P Thru
Right P Right
Peds Peds
NB Right Right
SB Right Right
Green
Yellow
All Red
 HCS-Sl~nals4 1 F l l e TTE 5 2 0 4

VS(= 348
Intersection Performance (.w&)
Summary
Appr/ Lane Adj Sat Ratios Lane Group Approach = '-7
1
Lane Group Flow Rate
G ~ P Capacity (s) v/c g/c Delay LOS Delay LOS

Eastbound
L 188 1504 1.06 0.13 136.1 F
T 1532 4715 0.65 0.32 36.7 D 53.4 D
Westbound
L
T
221
1479
7 0
4550
611711
0.83
0.13
0.32
390.7 F
43.2 D
- .
124.7 F
Northbound
L 196 1570 1.98 0.13 513.4 F
T 1020 3139 ' 1.33 0.32 195.5 F 266.4 F
Southbound
L 215 1719 0.47 0.13 55.8 E
T 1117 3438 0.48 0.32 33.9 C 37.3 D
-

ntersection Delay = 145. (sec/veh) Intersection LOS = F

HCS2000: Signalized Intersections Release 4.1

Essam Radwan
UCF
CEE Department

Phone: 407-823-2841 Fax: 407-823-3315

E-Mail: aeradwan@mail.ucf.edu
OPERATIONAL
ANALYSIS
Analyst : Essam Radwan
Agency/Co . : UCF
Date Performed: 3/20/2002
Analysis Time Period:
Intersection: FlatBush & Tillary
Area Type: All other areas
Jurisdiction:
Analysis Year:
Project ID: Test #2
East/West Street North/South Street
 PCS-Slqnels 4 1 Flle W E 5 2 0 4 Paae 3

VOLUME
DATA

I Eastbound ( Westbound I Northbound I Southbound I

I L T R I L T R IL T R I L T
Volume
I1180 890 I
1340 1110
I1350 1220
I190 485 R I
I
% Heavy ~ e h l 2 0 10 12 14 115 15 15 5
I
I
PHF
PK 15 Vol
Hi Ln Vol
% Grade
Ideal Sat
ParkExist
NumPark
No. Lanes
LGConf ig
Lane Width
RTOR Vol
A d j Flow
% InSharedL~
P r o p ~ ~ si
Prop R T s 1
Peds ~ i k e 1s
Buses 10 0 0 0
%InProtPhase
Duration 0 25 Area Type: All other areas
 BCS-Slanals 4 1 File 'TTE 5204 Peoe 4

OPERATING
PARAMETERS
I Eastbound Westbound I Northbound I Southbound I
II L T R L T R I L T ! L T R I
I
Arriv. ~ y p e l 3 3
0.0 0.0 I
Unit Ext. 1 3 . 0 3.0
3 3 I
IFactor I 1.000
3.0 3.0 I
Lost Time 1 2 . 0 2.0
1.000 I
Ext of g 12.0 2.0
2.0 2.0 I
Ped Min g 1
2.0 2.0 I
I
PHASE
DATA
Phase Combination 1 2 3 4 1 5 6 7 8

EB Left 1 NB Left . P
Thru I Thru P
Right I Right P
Peds I Peds
WB Left P ] SB Left P
Thru P I Thru P
Right P I Right P
Peds I Peds
NB Right I EB Right
I
SB Right I WB Right
I
Green
Yellow
All Red

Cycle Length: 1 2 0 . 0
secs
VOLUME ADJUSTMENT AND SATURATION FLOW
WORKSHEET
Volume Adjustment
I Eastbound I Westbound I Northbound Southbound
I L T R IL T R IL T R L T R
Volume, V 1180 8 9 0
I i i
1340 1 1 1 0 1350 1 2 2 0
PHF
Adj flow
10.90 0 . 9 0
1200 mi*@ I 0.90 0.90
1378 1 2 3 3
10.90 0 . 9 0
1389 1 3 5 6
No.Lanes1 1 3 0 1 1 3 0 1 1 2 0
Lane ^'groupI L T
A d j flow 1200 9 8 9
Prop LTs I
Prop RTS I ~#..J1
Ff4F
.aturation Flow Rate (see Exhibit 16-7 to determine the adjustment factors)
Eastbound Westbound Northbound Southbound
LG L T L T
So 1900 1900 1900 1900
Lanes 1 3 0 1 2 0
fW 1.000 1.000 1.000 1.000
f HV 0.833 0.909 0.952 0.952
fG 1.000 1.000 1.000 1.000
fP 1.000 1.000 1.000 1.000
fBB 1.000 1.000 1.000 1.000
fA 1.00 1.00 1 - 0 0 1.00
fLU 1-00 0.91 1.00 0.95
fRT 1.000 1.000
fLT 0.950 1.000 0.950 1.000
Sec.
fLpb
fRpb
S
Sec .
 rn
-d
v
N
0 R a,
,"

?
5
;;I
A 9
Wc,
A
z -4 Q
W U
5
U grd
@ IQ
2
0 rd
3 U
 HCS-Slqnals 4 . 1 F l l e ' T T E 5204 Paae 7

ontrol Delay and LOS

Determination
Appr/ Ratios Unf Prog Lane Incremental Res Lane Group Approach
Lane Del Adj Grp Factor Del Del
Grp v/c g/C dl Fact Cap k d2 d3 Delay LOS Delay LO:

- # b k f d/
,
Eastbound
L
T
1.06
1 - 0 6 00.3
0.13
0.65 0.32
Westbound
52.5
34.6
1.000 188
1.000 1532
0.50
0.50
83.6
2.1
2 -1
0.0
0.0 1 36.7
I
I
[q I
i
-
c
-
D
F 53.4 D

L 1.71 0.13 52.5 1.000 221 0.50 338.2 0.0 390.7

T 0.83 0.32 37.5 1.000 1479 0.50 5.7 0.0 43.2 1
I
D 124'.7 F
Northbound
L
T
1-98 1 3
1.33 0.32
52.5
40.5
1 0 0 0 196
1.000 1020
0.50
0.50
460.9 0.0
155.0 0.0 1 513.4 )IF
195.5 F 266.4 F

Southbound
L 0.47 0.13 48.8 1.000 215 0.50 7.1 0.0
T 0.48 0.32 32.4 1.000 1117 0.50 1.5 0.0 37.3 D

-
Intersection delay = 145.3 (sec/veh) Intersection LOS = F
Errors exist. See bottom of report.
 SUPPLEMENTAL PERMITTED LT
WORKSHEET
for exclusive lefts
Input
EB
Cycle length, C 120.0 sec
Total actual green time for LT lane group, G (s)
Effective permitted green time for LT lane group, g(s)
Opposing effective green time, go (s)
Number of lanes in LT lane group, N
Number of lanes in opposing approach, No
Adjusted LT flow rate, VLT (veh/h)
Proportion of LT in LT lane group, PLT
Proportion of LT in opposing flow, PLTo
Adjusted opposing flow rate, Vo (veh/h)
Lost time for LT lane group, tL
Computation
LT volume per cycle, LTC=VLTC/3600
Opposing lane util. factor, fLUo
0.95
Opposing flow, Volc=VoC/[3600(No)fLUo] (veh/ln/cyc)
gf=G[exp(- a * (LTC * * b))]-tl, gf<=g
Opposing platoon ratio, Rpo (refer Exhibit 16-11)
Opposing Queue Ratio, qro=Max[l-Rpo(go/C),0]
gq, (see Exhibit C16-4,5,6,7,8)
gu=g-gq if gq>=gf, or = g-gf if gq<gf
n=Max(gq-gf)/2,0)
PTHo=l-PLTo
1
PL*=PLT [1+(N-1)g / (gf+gu/ELl+-4.24)
EL1 (refer to Exhibit C16-3)
EL2=Max( (1-Ptho**n)/Plto, 1.0)
fmin=2 (l+PL)/g or fmin=2(l+Pl)/g
gdi ff =max (gq-gf,0)
fm= [gf/g]+ [gu/g][l+PL(ELI-1)1 , (fmin=fmin;max=l. 00)
flt=fm=[gf/g]+ [gu/g]/ [1+PL(ELI-1)1 + [gdif£ 1 / 1 ( E L -], (fmin<=frn<=l.
00)
or flt=[fm+0.91(N-1)1 /N**
Lef t-turn adjustment, fLT
For special case of single-lane approach opposed by multilane approach,
see text.
* If Pl>=l for shared left-turn lanes with N>1, then assume de-facto
left-turn lane and redo calculations.
* * For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
For special case of multilane approach opposed by single-lane approach
or when gf>gq, see text.
 K S - S l s n e l s 4 1 File W E 5204 Pam 9

SUPPLEMENTAL PERMITTED LT
WORKSHEET
for shared lefts
Input
EB WB NB SB
Cycle length, C 120.0 sec
Total actual green time for LT lane group, G (s)
Effective permitted green time for LT lane group, g(s)
Opposing effective green time, go (s)
Number of lanes in LT lane group, N
Number of lanes in opposing approach, No
Adjusted LT flow rate, VLT (veh/h)
Proportion of LT in LT lane group, PLT
Proportion of LT in opposing flow, PLTo
Adjusted opposing flow rate, Vo (veh/h)
Lost time for LT lane group, tL
Computation
LT volume per cycle, LTC=VLTC/3600
Opposing lane util. factor, fLUo 0.91 0.91 0.95
0.95
Opposing flow, Volc=VoC/[3600(No)fLUo] (veh/ln/cyc)
gf=G[exp(- a * (LTC * * b) )]-tl, gf<=g
Opposing platoon ratio, Rpo (refer Exhibit 16-11)
Opposing Queue Ratio, qro=Max[l-Rpo(go/C),O]
gq, (see Exhibit C16-4,5,6,7,8)
gu=g-gq if gq>=gf, or = g-gf if gq<gf
n=Max (gq-gf)/2,0)
PTHo=l-PLTo
PL*=PLT [1+(N-1)g/ (gf+gu/EL1+4.24) 1
EL1 (refer to Exhibit C16-3)
EL2=Max( (1-Ptho**n)/Plto, 1.0)
fmin=2(l+PL)/g or fmin=2 (l+Pl)/g
gdiff=max(gq-gf,0)
fm= [gf/g]+ [gu/g][l+PL(ELI-1)1 , (fmin=fmin;max=l.
00)
flt=fm=[gf/g]+[gu/gl/[l+PL(ELl-1)l+[gdiff/g / l + P L E L 2 - 1 ], (fmin<=fm<=l.
00)
or flt=[fm+O.91 (N-1)1 /N**
Left-turn adjustment, fLT
For special case of single-lane approach opposed by multilane approach,
see text.
* If Pl>=l for shared left-turn lanes with N>1, then assume de-facto
left-turn lane and redo calculations.
* * For permitted left-turns with multiple exclusive left-turn lanes, flt=fm
For special case of multilane approach opposed by single-lane approach
or when gf>gq, see text.
 HCS-Slqnals 4 1 F l l e W E 5204 Paoe 10

SUPPLEMENTAL PEDESTRIAN-BICYCLE EFFECTS

WORKSHEET
Permitted Left Turns
EB WB NB SB
Effective pedestrian green time, gp (s)
Conflicting pedestrian volume, Vped (p/h)
Pedestrian flow rate, Vpedg (p/h)
OCCpedg
Opposing queue clearing green, gq (s)
Eff. ped. green consumed by opp. veh. queue, gq/gp
OCCpedu
Opposing flow rate, Vo (veh/h)
OCCr
Number of cross-street receiving lanes, Nrec
Number of turning lanes, Nturn
ApbT
Proportion of left turns, PLT
Proportion of left turns using protected phase, PLTA
Left-turn adjustment, fLpb
Permitted Right Turns
Effective pedestrian green time, gp (s)
Conflicting pedestrian volume, Vped (p/h)
Conflicting bicycle volume, Vbic (bicycles/h)
Vpedg
OCCpedg
Effective-green, g (s)
Vbicg
OCCbicg
OCCr
Number of cross-street receiving lanes, Nrec
Number of turning lanes, Nturn
ApbT
Proportion right-turns, PRT
Proportion right-turns using protected phase, PRTA
Right turn adjustment, fRpb
 SUPPLEMENTAL UNIFORM DELAY
WORKSHEET
EBLT WBLT NBLT SBLT
Cycle length, C 120.0 sec
Adj. LT vol from Vol Adjustment Worksheet, v
V/C ratio from Capacity Worksheet, X
Protected phase effective green interval, g (s)
Opposing queue effective green interval, gq
Unopposed green interval, gu
Red time r=(C-g-gq-gu)
Arrival rate, qa=v/(3600(max[X,1.01 ) )
Protected ph. departure rate, Sp=s/3600
Permitted ph. departure rate, Ss=s (gq+gu)/ (guk3600)
XPerm
XProt
Case
Queue at beginning of green arrow, Qa
Queue at beginning of unsaturated green, Qu
Residual queue, Qr
Uniform Delay, dl
 HCS-Slsnals 4 1 Flle 'IT€ 5204
Page 12

DELAY/LOS WORKSHEET WITH INITIAL

QUEUE
Initial Dur. Uniform Delay Initial Final Initial Lane
Appr/ Unmet Unmet Queue Unmet Queue Group
Lane Demand Demand Unadj . Adj . Param. Demand Delay Delay
Group Q veh t hrs. ds dl sec u Q veh d3 sec d sec

-
Eastbound

Westbound

Northbound

Southbound

~ntersectionDelay 145.3 sec/veh Intersection LOS F

BACK OF QUEUE
WORKSHEET
Eastbound Westbound Northbound Southbound
LaneGroup IL T IL T IL T L T
Init Queue 10.0 0.0 (0.0 0.0 10.0 0.0 0.0 0.0
Flow Rate 1200 329 1378 411 1389 678 100 269
So (1900 1900 11900 1900 11900 1900 1900 1900
No.Lanes 11 3 0 11 3 0 I1 2 0 1 2 0
SL 11504 1571 11770 1516 11570 1569 1719 1719
LnCapacity 1188 510 1221 493 1196 510 215 558
Flow Ratio 10.13 0.21 10.21 0.27 10.25 0.43 0.06 0.16
V/C Ratio 11.06 0.65 (1.71 0.83 11.98 1.33 0.47 0.48
Grn Ratio 10.13 0.32 10.13 0.32 10.13 0.32 0.13 0.32
IFactor 1 1.000 I 1.000 I 1.000 1.000
AT or PVG 13 3 13 3 13 3 3 3
Pltn Ratio 11.00 1.00 1.00 11.00 1.00 1.00 11.00 1.00 1.00 1.00 1.00 1.00
PF2 11.00 1.00 11.00 1.00 11.00 1.00 1.00 1.00
Q1 16.7 9.4 112.6 12.7 113.0 22.6 3.1 7.2
kB 10.4 0.9 10.5 0.9 10.4 0.9 0.5 0.9
Q2 14.1 1.5 120.7 3.2 125.0 24.1 0.4 0.8
Q Average 110.8 10.9 133.3 15.9 138.0 46.7 3.5 8.0
Q Spacing 124.9 24.9 124.9 24.9 124.9 24.9 24.9 24.9
Q Storage 10 0 0 10 0 0 0
Q S Ratio I I
il
.
HCS-Slonals 4 1 File TTE 5 2 0 4 P a w 13

.Oth Percentile Output:

fB% 11.2 1.2 11.2 1.2 11.2 1.2 11.2 1.2 I
BOQ
QSRatio
113.1 1 3 . 1
I
140.0 1 9 . 2
I
145.6
I
56.0 14.4 9.8 I
85th Percentile Output:
I I
fB% 11.4 1.4 11.4 1.4 11.4 1.4 11.5 1.5 I
BOQ 115.5 1 5 . 6 146.7 22.5 153.2 65.3 15.4 11.7 I
QSRatio I I I I I
90th Percentile Output:
fB% 11.6 1.6 11.5 1.5 11.5 1.5 11.7 1.6 I
BoQ 116.8 1 6 . 9
I
150.0 24.2
I
157.0 7 0 . 0
I
16.1 12.8 I
QSRatio
95th Percentile Output:
I I
fB% 11.7 1.7 11.6 1.6 11.6 1.6 12.1 1.8 I
BOQ 118.5 1 8 . 6 153.4 2 6 . 1 (60.8 74.7 17.3 14.4 I
QSRatio 1 I I I I
98th Percentile Output:
fB% 11.9 1.9 11.7 1.8 11.7 1.7 12.4 2.0 I
BOQ 120.2 2 0 . 3 156.7 2 8 . 1 (64.6 79.3 (8.6 16.1 I
QSRatio I 1 I I I

ERROR
MESSAGES
East bound right does not exist but has green time.
West bound right does not exist but has green time.
North bound right does not exist but has green time.
South bound right does not exist but has green time.