I‐15/Tropicana Interchange Feasibility Study

I‐15/TropicanaInterchangeFeasibilityStudy

CORSIM Base Model Development and Calibration 1

Technical Memorandum - Draft

TO: Hoang Hong, NDOT DATE: January 19, 2015 FROM: John Karachepone, Jacobs SUBJECT: CORSIM Base Model Development and Calibration Memorandum COPIES: Jeff Lerud, NDOT; James Caviola, CA Group

1.0. INTRODUCTION AND BACKGROUND I-15/Tropicana Interchange Feasibility Study evaluates operational and geometric improvements to I-15 and Tropicana Avenue within the limits of Hacienda Avenue on the south, Harmon Avenue on the north, Valley View Boulevard on the west, and Las Vegas Boulevard on the east. Figure 1-1 illustrates the study limits1. The Feasibility Study will serve as a program level planning tool that NDOT can use to implement improvements within the study limits. It will also serve as a foundation for future National Environmental Policy Act (NEPA) clearance.

Jacobs, as a subconsultant to CA group, will complete a Traffic Study Report for traffic forecasting and traffic operational analysis tasks of the Feasibility Study. Traffic operational analysis involves CORSIM microsimulation modeling of existing conditions (year 2014) for calibration purposes. Additionally, the alternative that offers the best solution (i.e., preferred alternative) will be modeled in CORSIM for the design year. Prior to beginning CORSIM modeling, a CORSIM Methodology Memorandum was submitted and approved on August 13, 2014. The Methodology Memorandum (attached at the end as a reference, Attachment 1) documented the methodologies and assumptions to be used in CORSIM modeling. This Memorandum documents the first phase of CORSIM modeling: development and calibration of year 2014 models (i.e., base models). A systematic process, consistent with NDOT’s CORSIM Modeling Guidelines, was followed to develop and calibrate the base models.

Electronic files for the AM and PM base models are submitted with this Memorandum. A completed “Minimum Criteria for Review of CORSIM Models Checklist”, as required for CORSIM models to be accepted for review, is shown in Table 1-1.

1 Study limits are not the same as limits of CORSIM modeling. See Section 3.0 for modeling limits and the specific list of study intersections, segments, and ramps included in the model.



Figure 1-1: Study Limits

Source: Google Maps, 2014



Table 1-1: Minimum Criteria for Review of CORSIM Models Checklist

Criteria Met?

Latest version of CORSIM is used (as of project start date)

Models run without errors on a balanced traffic network that has reached equilibrium

Balanced traffic volumes from approved traffic forecasts are used N/A

References are documented

Approved Methodology Memorandum is followed

Analysis years are as per approved Methodology Memorandum

Model geographical limits are as per approved Methodology Memorandum

Analysis time periods are as per approved Methodology Memorandum

Truck percentages are as per approved Methodology Memorandum

Node numbering conforms to NDOT CORSIM Modeling Guidelines

Origin-Destination matrices are developed and entered for all freeway entrances and exits

Conditional turning movement volumes are entered at each appropriate location

Grades are coded for freeway mainline sections with grades 4% or more N/A*

Freeway radius less than 2,500' is entered for mainline links, flyover ramps and loop ramps N/A*

Model is calibrated consistent with the requirements of NDOT CORSIM Modeling Guidelines

Calibration is completed for the MOEs listed and approved in the Methodology Memorandum

All calibration targets listed in the approved Methodology Memorandum are met

All changes to calibration parameters are documented

Results are based on calculated number of runs (minimum 10 runs)

For alternative comparison, same set of random seeds are used N/A

Results are based on several MOEs, not just the service measure and the resulting LOS. N/A

MOEs for merge/diverge/weaving areas are reported based on “by-lane” data following HCM methodology

N/A

Start and end points for all alternatives are the same N/A

Each assumption throughout the modeling process is documented - calibration or non-calibration related

N/A = Not applicable

* There are no such segments in the modeling limits; therefore, no grade or curve data were entered.

This memorandum addresses model calibration of existing conditions, and not alternatives analysis.



2.0. TECHNICAL GUIDANCE, STANDARDS, AND TOOLS The following technical documents and guidelines were the key references used in developing the base CORSIM models:

CORSIM Modeling Guidelines, NDOT, 2012

Traffic Analysis Toolbox Volume IV: Guidelines for Applying CORSIM Microsimulation Modeling Software, FHWA, 2007

Advanced CORSIM Training Manual, Minnesota Department of Transportation, 2008

Guidance on the Level of Effort Required to Conduct Traffic Analysis Using Microsimulation, FHWA, 2012

Highway Capacity Manual 2010, Transportation Research Board, 2010

Modeling was performed in CORSIM version 6.3. Synchro version 9.0 was used as a supporting traffic analysis tool for coding intersection signal timings.

3.0. GEOGRAPHIC LIMITS OF THE MODEL The study limits along the I-15 corridor are Hacienda Avenue on the south and Harmon Avenue on the north. The limits of the CORSIM model are extended beyond the study limits, to include ramps from/to Russell Road and Flamingo Road, to capture the impact of these adjacent interchanges. Additionally, the CD roads within these limits are included in the model. The segments and ramps included in the CORSIM model along the I-15 corridor are depicted in Figure 3-1.

Figure 3-1: Geographic Limits of the Base CORSIM Model along I-15 Corridor



The intersections of Tropicana Avenue with each public road and major driveway between Valley View Boulevard and Las Vegas Boulevard are included in the base CORSIM models. These study intersections are listed below and illustrated in Figure 3-2:

1. Valley View Boulevard (signal)

2. Procyon Avenue (stop controlled)

3. McDonalds Driveway (stop controlled)

4. Polaris Avenue (signal)

5. Jack in the Box/Wild Wild West Driveway (stop controlled)

6. Dean Martin Drive (signal)

7. I-15 Southbound (signal)

8. I-15 Northbound (signal)

9. Frank Sinatra/I-15 Northbound (signal)

10. New York New York Driveway (signal)

11. Las Vegas Boulevard (signal)

Figure 3-2: Study Intersections along Tropicana Avenue


The geographic limits were approved in the Methodology Memorandum. NDOT’s standard node numbering convention was used in coding the I-15 corridor and the intersections in CORSIM.

4.0. MODELING PERIODS AND MULTIPLE TIME PERIODS The modeling periods extend beyond the peak congested period to capture the build-up to congestion and the dissipation of congestion. Additionally, multiple time periods are used to account for traffic fluctuations. Duration of each time period is 30-minutes. As described and approved in the Methodology Memorandum, Figure 4-1 illustrates the modeling periods and

10 118

9

1 2 3 4 5 6 7



multiple time periods. AM modeling period is from 7 to 9:30 AM with five 30-minute time periods, and PM modeling period is from 3 to 6 PM with six 30-minute time periods.

Figure 4-1: Modeling Periods and Multiple Time Periods

5,000

5,200

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5,600

5,800

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6,200

6,400

6,600

6,800

30‐M

inute Volume

AM Modeling Period Identification

Peak Congested Period

Modeling Period

7:00 9:00 9:308:308:007:30

7,200

7,400

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7,800

8,000

8,200

8,400

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inute Volume

PM Modeling Period Identification


Modeling Period

3:00 6:005:00 5:304:304:003:30



5.0. DATA COLLECTION, PREPARATION, AND CODING Two types of data are required for development and calibration of base CORSIM models:

1. Model input data

2. Calibration MOE data – see Section 6.1

Model input data is addressed below; see Section 6.1 for calibration MOE data.

5.1. Model Input Data 5.1.1. Geometry and Operations Data The methodology and assumptions for geometry and traffic control data coded in the base CORSIM models are as follows:

Geometry data was collected through aerial maps, and verified in the field. A lane configuration/traffic control exhibit for the intersections and a lane schematic/link-node diagram for the I-15 corridor are in Attachment 2 and Attachment 3 respectively.

Signal phasing and timing data for the study intersections were obtained from RTC FAST. Cycle lengths, offsets, splits, and phase sequences were coded based on the FAST data. During coordinated system operation, signals operate on maximum recall (i.e., pretimed) along Tropicana, and they are actuated on the side streets. For the major intersections, greens for all movements usually “max out” (i.e., operate as if pretimed) during peak hours of traffic activity. Signals were coded pretimed in Synchro for existing conditions analysis, and this pretimed coding from Synchro was used in CORSIM also. It was ensured that correct splits, cycle lengths, and offsets from the FAST data were used. For the key intersections, such as the Tropicana/I-15 ramp terminal intersections, the timing and phasing were double checked in the field to verify that the CORSIM coding accurately reflects actual operations.

Four ramp meters currently operate within the modeling limits: northbound on-ramp of Russell Road, southbound and northbound on-ramps of Tropicana Avenue, and southbound on-ramp of Flamingo Avenue. These four ramp meters were coded in CORSIM using a “one car per vehicle” scheme, which is the standard operating scheme for FAST ramp meters including these four ramp meters. Cycle lengths of 4.5 and 6 seconds were used for two-lane and three-lane ramps respectively. These cycle lengths generally reflect the average hourly volume that the ramp meters can process, which is approximately 1,600 vehicles per hour for multi-lane ramps. It is noted, that the FAST metering rates vary depending on the prevailing conditions (based on speed and occupancy on the mainline), or the meters may “flush” when queues spillback onto the arterial (i.e., metering is temporarily turned off). CORSIM does not have an accurate way to code these varying operations; however, the selected cycle lengths are a close-enough approximation of the operations of these ramp meters. For the Tropicana ramps, these selected cycle lengths were further modified, as part of calibration, to reflect actual observed operating conditions in the field (see Section 6.0).

Five mph over the posted speed limit was coded as the initial input free-flow speed. Free flow speeds were modified on certain links in both NETSIM and FRESIM network as part of calibration (see Section 6.0).

Per the CORSIM Modeling Guidelines, segments with grades greater than or equal to 4 percent, if sustained longer than 1,000 feet, are to be coded. Additionally, freeway mainline



curves less than 2,500 feet radius are to be coded. There are no such segments in the modeling limits; therefore, no grade or curve data were entered.

5.1.2. Traffic Volume Data For the study intersections (including the ramps to/from I-15 at Tropicana), traffic volumes used for each time period are based on the turning movement counts specifically collected for this Feasibility Study. For the I-15 corridor (mainline, CD roads, and the ramps except for the Tropicana ramps), the volumes used in CORSIM for each time period are based on available NDOT counts within the modeling limits.2 Traffic volumes were balanced for each 30-minute time period prior to entering in CORSIM. Final balanced volumes used in CORSIM are in Attachment 4.

A full FRESIM origin-destination (O-D) table was developed and coded for each time period. The O-D tables are in Attachment 5. Additionally, conditional turning movements were coded at the Tropicana Interchange to ensure vehicles that leave the freeway do not get back on the freeway.

5.1.3. Truck Percentages For Tropicana Avenue, heavy vehicle (truck) percentages were calculated using the truck counts collected as part of the turning movement data. For the I-15 corridor (mainline and CD roads), truck percentages were calculated based on available NDOT truck counts on I-15. Details of the percentage estimations are in the Methodology Memorandum (Attachment 1). The AM and PM truck percentages coded in the model are 6 percent and 3 percent respectively for Tropicana Avenue, and 5 percent and 4 percent respectively for the I-15 corridor. For the minor side streets, a 2 percent truck percentage was generally used.

5.1.4. Error Checking – Coded Input Data Checklist The base models were developed following a systematic process following the CORSIM Modeling Guidelines and the other references listed in Section 2.0. Model input data was coded per the methodology and assumptions described above in Section 5.1. After the base models were developed, an error checking was conducted prior to calibration. A completed “Coded Input Data Checklist”, as required per the CORSIM Modeling Guidelines for error checking, is shown in Table 5-1.

2 Details of the traffic volume data collection, such as the list of NDOT count stations, can be found in the approved Methodology Memorandum in Attachment 1.



Table 5-1: Error Checking - Coded Input Data Checklist

6.0. CALIBRATION PROCESS Models were calibrated following the methodology recommended in the CORSIM Modeling Guidelines. Calibration was performed for both the AM and PM peak models. This section documents the calibration process including the list of adjustments made to the model, the specific location of these adjustments in the model, and the rationale behind these adjustments.

6.1. Calibration MOEs Calibration MOE data was collected to compare field conditions to CORSIM results, i.e., to perform calibration. The CORSIM Modeling Guidelines requires a minimum of two MOEs to be calibrated in addition to traffic volumes. Speeds and queues were selected as the two MOEs as approved in the Methodology Memorandum (Attachment 1). Traffic volume calibration is to be performed on all segments for all time periods. Speed calibration is to be performed along key segments for the time periods within the peak period3. Queue calibration is to be performed on key locations for the entire modeling period.

3 For the AM model, there are three 30-minute time periods within the peak period (7:30 to 8:00, 8:00 to 8:30, 8:30 to 9:00). For the PM model, there are four 30-minute time periods within the peak period (3:30 to 4:00, 4:00 to 4:30, 4:30 to 5:00, 5:00 to 5:30).

Item Check

Check time periods and durations to ensure all time periods are specified correctly

Verify fill time is long enough for network to become fully loaded

Check vehicle entry headway type to ensure correct type is selected

Check basic network connectivity (are all connections present?)

Check node numbers against node numbering convention

Check link geometry (lengths, number of lanes, free flow speed, facility type, curves, grades etc.)

Check truck percentages at each entry node

Check entered volumes against volume data (entry volumes and turning movements)

Check identified sources and sinks for traffic N/A

Check origin-destination input against developed origin-destination matrices

Check conditional turning movements

Check intersection controls (control type, control data)

Check data pertaining to ramp meters, HOV lanes and other special lanes/requirements

Check data pertaining to traffic operations and management (incidents, parking, bus operations) N/A

N/A = Not applicable



Calibration MOE 1 - Speeds: Travel time runs were performed along Tropicana Avenue between Valley View Boulevard and Las Vegas Boulevard using the floating car technique. The segment between Polaris Avenue and Las Vegas Boulevard was the key segment to be calibrated.

Per the CORSIM Modeling Guidelines, the minimum number of travel time runs required is 7 per direction during each peak period (7:30 to 9 for AM and 3:30 to 5:30 for PM)4. Additional runs are required if conducted number of runs does not meet the 95 percent confidence level using the following equation:

The travel time data, which was from two separate days, met this requirement for both eastbound and westbound directions in the AM. In the PM, the westbound data did not meet the requirement. Therefore, additional data was collected for the PM peak period. With the additional data, minimum number of travel time runs was met for both directions. Travel time data (along with the calculations of minimum number of required travel time runs) is in Attachment 6.

Calibration MOE 2 - Queues: Queue calibration was performed at the key locations approved in the Methodology Memorandum and listed below.

Outside lane of the Tropicana northbound off-ramp: The queue calibration at this location was performed for both the AM and PM models.

Tropicana southbound right turn off-ramp: The queue calibration at this location was performed for the AM model, as this movement is more critical in the AM. Both lanes were observed; the lane with the longer queue (outer lane) was calibrated.

Westbound right-turn movement at the Tropicana Interchange: There are two right-turn lanes for this movement; however, the queue consistently backs up to the one lane segment (i.e.,

4 In the Methodology Memorandum, it was proposed that the 95 percent confidence level is met individually for each time period. However, reviewing the data, it was understood that meeting this equation for each individual time period is practically impossible because of the high fluctuation within each 30-minute time period. This was discussed with NDOT Traffic Operations staff on November 13, 2014; and agreed that the number of runs conforms to the original requirement in the CORSIM Modeling Guidelines, which is that the number of runs meets the 95 percent confidence level for the total peak period for each direction.



inner right-turn lane) prior to the taper to two lanes. The back of queue for the inner right turn lane was calibrated for the PM model, as this movement is more critical in the PM.

Queue observations at each location were performed to determine maximum queue during the entire modeling period. A minimum of three maximum queue observations is required per the CORSIM Modeling Guidelines, which required queue observations from three different days. The data was collected on September 23 through 25, 2014 and is provided in Attachment 75.

6.2. Calibration Targets Calibration targets for the selected three calibration MOEs are listed in Table 6-1 per the CORSIM Modeling Guidelines.

Table 6-1: Calibration Targets for Acceptable Match

6.3. Performing Calibration Key calibration parameters and key notes in the CORSIM Modeling Guidelines were applied appropriately to calibrate the models. The process was iterative and involved comparing model output with the field MOE, and then adjusting calibration parameters until an acceptable match is achieved.

5 The observed queue for the outside lane of the Tropicana avenue northbound off-ramp was unusually low for both AM and PM. Field observations in July 2014 indicated that this queue in the PM oftentimes exceed the Frank Sinatra gore point (i.e., Frank Sinatra split). In the AM, the queue is not as long as the PM; however, it is still usually higher than what the data collected in September indicated. It was decided to perform calibration based on the general field observations in July 2014 (see Section 6.5.2 for further details).

Calibration MOE Description Target

Percent difference between input field volumes and CORSIM simulated volumes for all segments and intersection approaches

5% for 85% of the cases

GEH Statistic* for for all segments and intersection approaches GEH<5 for >85% of the cases

Difference between input field volumes and CORSIM simulated volumes for flows > 8,000 vph

Within 400 vph of field volumes for >85% of the cases

SpeedComparison between observed segment/sensor speed and CORSIM simulated segment/detector speed

z-test result "Do Not Reject" at key segments/locations

QueuesPercent difference between observed queue lengths and CORSIM simulated queue lengths

20%

* M = Model volume

C = Field count

Traffic Volumes

For z-test application, guidance in the Level of Effort Required to Conduct Traffic Analysis Using Microsimulation will be followed.

vph = vehicles per hour.



In addition to calibrating the selected MOEs to meet the statistical targets in Table 6-1, visually matching the simulation with the field conditions was an important part of the calibration. A summary of the field conditions/operational issues that were matched in the models are as follows6. These are based on field inspections specifically performed for this Feasibility Study in July 20147, and are also based on general knowledge of the issues of the corridor.

Queue spillback from the northbound CD Road on-ramp and congestion at the merge with the freeway mainline: There is typically queue spillback (especially in the PM) onto the northbound CD Road. This is because of the merge issues with the mainline, and also because this is a one-lane ramp that carries heavy volumes for a one-lane ramp.

Weaving issues from Russell Road on-ramp to I-15 mainline along the northbound CD Road: This is a critical issue especially in the PM peak period. Vehicles from Russell Road oftentimes have difficulty weaving over to the inner lane (the lane destined for the mainline), because they have to change two lanes. This weaving issue is likely being exacerbated because of the spillback discussed in the previous point.

Queue spillback due to the ramp meter on the Tropicana northbound on-ramp: FAST has indicated (and it was verified in the field) that the ramp meter “flushes” when spillback occurs.

Long queues for the eastbound left-turn movement at the Tropicana interchange: This issue is mainly caused by the spillback from the ramp meter on the northbound on-ramp.

Congestion between Tropicana on-ramp and Flamingo/Spring Mountain off-ramp weaving segment (especially in the PM) in the northbound direction.

Weaving issues on the southbound CD Road between CD Road exit ramp from the mainline and Russell Road exit during PM peak period. It is noted that this weaving issue is significantly lower in severity when compared to the weaving issue on the northbound CD Road.

Long queues on the Tropicana southbound on-ramp caused by the ramp meter: Unlike the northbound on-ramp, spillback onto the arterial generally does not occur at this location. Therefore, this is not a critical issue, but rather an observation that was visually replicated in the model.

6.3.1. Modified Calibration Parameters Several CORSIM parameters were adjusted to meet the calibration targets for the three selected MOEs (volumes, speeds, and queues), and to match the observed field conditions described above. Table 6-2 and Table 6-3 list the adjustments made to the model, the specific location of these adjustments, and the rationale behind them for PM and AM models respectively. The PM model was calibrated first.

6 It should be noted that majority of the issues occur during the PM peak period which is the critical peak period due to considerably more traffic in the PM than the AM except for a few specific movements. 7 July is typically a seasonal high volume month along I-15 in Las Vegas.



Table 6-2: Modified Calibration Parameters - PM Model

No. Calibration Modification Rationale Specifics

PM 1Revised the lane distribution of northbound entering vehicles at the south mainline entry

The south end of the model starts just south of the slip ramp to Tropicana, and does not include the two-lane main entry from I-215/Las Vegas Blvd. The volume from this major ramp, which is substantial, is generally concentrated on the right most lanes at this point (i.e., at the south end of this model). Additionally, the innermost mainline lane (the second express lane) has just been added and does not carry much traffic at this point. To simulate this situation, the entering volume is distributed such that there is considerably more volume on the outer lanes than the inner lanes.

Changed the lane distribution at the south entry (CORSIM node ID 8001) from even distribution of 20 percent for each lane to 30, 25, 20, 15, and 10 percent from rightmost to leftmost lane respectively.

PM 2Modification to free flow speeds (FFS) and car following sensitivity multipliers for northbound mainline links

FFSs on I-15 mainline is first coded as 70 mph (5 mph above posted speed limit). The default car following sensitivity multiplier for FRESIM links is 100 percent. Reducing the FFSs and increasing the car following sensitivity multipliers would reduce the capacity of a CORSIM link. With the default values, the actual capacity issues observed in the northbound direction, especially at the CD merge and Tropicana merge has not been observed in CORSIM. To better simulate the issues, these two parameters are modified. These changes were are also done to modify the links north of Flamingo off ramp to better simulate capacity issues in the GAP; the ramps in the GAP (e.g., Spring Mountain) are not included in the model; reducing the capacity would better simulate the friction due to those ramps. The reason to modify the links on the south end of the model is to better simulate the capacity issues due to weave from the I-215 entry,

Reduced FFS to 60 mph for all NB links. Increased the car following sensitivity multiplier to 150 percent for links south of the slip ramp to Tropicana, to 130 percent for links between slip ramp to Tropicana and Tropicana merge, and to 200 percent north of Tropicana merge.

PM 3Modification to FFSs and car following sensitivity multipliers for northbound CD Road links

In the field, there are capacity issues on the northbound CD road, especially on the weave segment between the Russell on-ramp and the one-lane CD road ramp to mainline. With the default parameters, these known capacity issues were not observed in CORSIM. Reducing the FFSs and increasing the car following sensitivity multipliers reduced the capacity and simulated the weaving issues that result in backups on the CD road prior to the one-lane CD road ramp.

For all CD road links south of the one-lane ramp onto the mainline (including the ramp), reduced FFS to 50 mph and increased car following sensitivity multiplier to 150 percent. Additionally, reduced the reaction distance for the CD Road ramp to mainline from the default 2,500 feet to 1,500 feet.

PM 4Revised anticipatory lane change parameters at the one-lane CD road merge and Tropicana ramp merge in the northbound direction.

There are capacity issues at these two mainline merge areas in the field. In the model, these issues were not observed. In addition to the FFS and car following sensitivity multiplier modifications described above (see second row), anticipatory lane change parameters at these merge areas were also modified so that the congestion due to entering vehicles are better simulated.

At the CD road merge (link 110-113) and at the Tropicana merge (link 116-119), reduced the two anticipatory lane change parameters (acceleration lane speed and traffic reaction) to 10 mph and 10 feet respectively. To prevent anticipatory lane change, entering a very low speed and very short reaction distance is recommended in CORSIM references.

PM 5Revised the "time to complete a lane-change maneuver" global FRESIM parameter

The default value for this global parameter is 2 seconds; increasing it results in smoother lane changes and improved system performance in weave areas. Since there are weaving issues in the FRESIM network of this model (CD roads and mainline); reduced this value to simulate degraded system performance. This change would reinforce the simulation of weaving capacity issues achieved by the modification to link-level parameters discussed above (PM 2, PM 3, and PM4).

Reduced the parameter to 1.5 seconds.

PM 6Changed NETSIM spillback probabilities (global parameter) to zero.

Due to spillback from the ramp meters, the vehicles at the interchange area were blocking the ramp terminal intersections, and back up from the ramp terminal intersections were in turn blocking other intersections, which eventually created backups at the system entry points (i.e., vehicles not able to enter the system). Changed the spillback probability parameter to zero so that whenever there is a spillback, the vehicles do not block the intersection.

Under NETSIM Setup/Spillback, changed the "probability of discharging" to zero.

PM 7 Warning sign locations at the ramp meters

There are lane drops past the stop bars at all ramp meters in the system. The default lane drop warning sign for these lane drops is 1,500 ft. With the default, the vehicles were trying to change lanes prior to the stop bar and queuing up only on one lane as opposed to lining up in both lanes and discharging. To avoid this issue, reduced the warning sign reaction points for the lane drops past the ramp meters.

For all lane drops, reduced the warning sign reaction point to a distance smaller than the distance between the stop bar and the lane drop location (e.g., if the lane drops 100 feet past the stop bar, changed the reaction point to 90 feet).



Table 6-2: Modified Calibration Parameters - PM Model Continued

PM 8 Selection of the Vehicle Entry HeadwayGenerally, a normal distribution is recommended for networks with NETSIM dominance and Erlang is recommended for those with FRESIM dominance. Ran the models with both options; the models reacted better to normal distribution.

Use Normal Distribution as the global vehicle entry headway.

PM 9Revised ramp meter cycle lengths at the Tropicana on-ramps

As described earlier, the starting point for ramp meter cycle lengths were 4.5 and 6 seconds for two lane and three lane ramps respectively; this results in the typical hourly flow of approximately 1,600 vph. The 6-second cycle length at the northbound on-ramp was creating heavy spillback that resulting in system entry backups. In reality, this ramp meter flushes at times, but CORSIM does not have this "flush" capability. To simulate the situation where the ramp meter occasionally backs up to the interchange area, but does not create overall system gridlock, revised the cycle length at this on-ramp. Similarly, revised the cycle length on the southbound on-ramp so that the ramp meter queue occasionally reaches the interchange area but does not create interchange area gridlock.

Used a 5-second cycle length for the northbound on-ramp and a 4.6 seconds cycle length for the southbound on-ramp. These values are reached based on iterative test values of 0.1 second increments.

PM 10Revised mean start up delay and mean discharge headway at the northbound approach at I-15 NB ramp terminal intersection

The field volumes at this approach were not being processed with the default values.Reduced the mean start up delay to 1.6 seconds (from the default 2) and the mean discharge headway to 1.4 seconds (from the 1.8 default).

PM 11Reduced FFSs and increased car following sensitivity multipliers for southbound CD Road links

In the field, there are some weave issues along the CD road between the ramp from the mainline and ramp to Russell Road. With the default parameters, no issues were observed. It is noted that the issues on SB CD Road are not as substantial as the ones for the northbound CD road.

Increased the car following sensitivity multiplier to 200 percent and reduced the FFS to 50 mph on SB CD Road.

PM 12 FFS reductions for the southbound mainlineTo simulate the lower free flow speeds within the GAP and weaving between Flamingo and Tropicana, reduced the default FFSs at certain links.

Reduced the FFS to 60 mph north of the Flamingo on-ramp, and to 65 mph between Flamingo on-ramp nd Tropicana off-ramp.

PM 13Modification to car following sensitivity multiplier and FFS at the southbound CD road diverge area

This diverge area experience some congestion. To better simulate this, revised the car following sensitivity multiplier and FFS for this area.

Reduced the FFS to 60 mph, and increased the car following sensitivity multiplier to 130 percent for the two links upstream of the CD Road exit (links 307-310, 310-313). Increased the car following sensitivity multiplier to 150 percent for the CD road exit ramp.

PM 14Modification to off-ramp reaction point at the northbound Flamingo exit

To better simulate the northbound weaving issues between Tropicana and Flamingo, modified off-ramp reaction point for this exit.

Reduced the off-ramp reaction point from the default 2,500 feet to 2,000 ft.

PM 15Modification to FFS, mean start up delay, and mean discharge headway for certain NETSIM links.

The speeds from the field travel time study were higher than the CORSIM output speed along the evaluation segment between Polaris and Las Vegas Blvd. Modifications to these three parameters for this segment were made to get the CORSIM speeds closer to field speeds. The defaults for the start up delay and discharge headway are 2 and 1.8 second respectively. The initial FFSs were based on 5 mph over the speed limits.

FFS, mean start up delay, and mean discharge headway were changed to 65 mph, 1 second, and 1.4 second respectively for all links along Tropicana between Polaris and Las Vegas Blvd.



Table 6-3: Modified Calibration Parameters - AM Model

No. Calibration Modification Rationale Specifics

AM 1Revised the lane distribution of northbound entering vehicles at the south mainline entry (Similar to PM model)

See explanation for the PM model (PM 1). See explanation for the PM model (PM 1).

AM 2Modification to free flow speeds (FFS) and car following sensitivity multipliers for northbound mainline links (Similar to PM model)


AM 3Modification to FFSs and car following sensitivity multipliers for northbound CD Road links (similar to PM model)


AM 4Revised anticipatory lane change parameters at the one-lane CD road merge and Tropicana ramp merge in the northbound direction (similar to PM model)


AM 5Warning sign locations at the ramp meters (similar to PM model)


AM 6Selection of the Vehicle Entry Headway (similar to PM model


AM 7Revised the mean discharge headway and start up delay on the northbound approach at I-15 NB ramp terminal intersection

The queues generally observed on the field were not being achieved, discharge headway and start up delay parameters impact the queue lengths.

Increased the mean discharge headway to 2.3 seconds (from the 1.8 default) and the mean start up delay to 2.5 seconds (from the 2 default)

AM 8FFS reductions for the southbound mainline (similar to PM model)


AM 9Revised the mean discharge headway on the southbound approach at I-15 SB ramp terminal intersection

The queues observed on the field were not being achieved. Decreased the mean discharge headway to 1.7 seconds (from the 1.8 default).

AM 10Revised the channelization code for the SB right turn lanes at the I-15 SB ramp terminal intersection

In the field, the lane utilization on this two-lane right-turn ramp is generally equal. In CORSIM, more vehicles were lining up on the outer lane. To better reflect field observed lane distribution (thus the correct observed queues), introduced unique lane movemement with associated volumes.

To achieve equal lane distribution, assigned "diagonal"code (instead of right) to the movement for the inner lane , and divided the total right turn volume equally between the right and diagonal movements.

AM 11Modification to FFS, mean start up delay, and mean discharge headway for certain NETSIM links (similar to PM model)

See explanation for the PM model (PM 15) See explanation for the PM model (PM 15)



6.4. Number of Model Runs The minimum number of required model runs was calculated using the statistical test described in the CORSIM Modeling Guidelines, which in turn is from the FHWA’s Guidance on the Level of Effort Required to Conduct Traffic Analysis Using Microsimulation. The methodology requires two calibration MOEs to be selected; volume and speed were selected for this purpose. The test was conducted separately for the AM and PM models. The initial number of model runs to determine the required number of runs was 10.

For volumes, the test was conducted at I-15, south of the Tropicana Avenue using field volumes from the NDOT short-term count station #0030052. Multiple days (Tuesday, Wednesday, and Thursday) of field volume data were used for the test. For speeds, data from multiple travel time runs along Tropicana Avenue was used. For the eastbound direction, the speed data between the I-15 southbound ramps and the I-15 northbound ramps were used; and for the westbound direction, the speed data between the Polaris Avenue and Valley View Boulevard were used. The calculations are in Attachment 8. The calculated minimum required number of runs was 6 for both the AM and PM models. When the number of required runs is less than 10, 10 runs is still the required minimum number of runs per the CORSIM Modeling Guidelines. Therefore, the final model results are based on 10 runs.

6.5. Calibration Results Calibration results are based on an average of 10 runs for both the AM and PM peak models. With the application of the model adjustments discussed in Section 6.3.1, both the AM and PM base models are considered calibrated. The comparison of CORSIM output and field data (i.e., calibration results) for each calibration MOE are presented in the following sections.

6.5.1. Volume Calibration Results 6.5.1.1. PM Period Volume Calibration Results Volume calibration results for the I-15 corridor are shown in Table 6-4 through Table 6-9 for the six time periods in the PM peak period. For the intersections, the results are shown in Table 6-10 through Table 6-15. Both the percentage difference and GEH targets are met.



Table 6-4: I-15 Corridor Volume Calibration Results – PM Time Period 1 (3 to 3:30)

Table 6-5: I-15 Corridor Volume Calibration Results – PM Time Period 2 (3:30 to 4)

Percent Difference

GEH

I-15 NB South of CD off 3,044 3,047 -0.1% 0.1

I-15 NB Tropicana on to Flamingo off 4,670 4,677 -0.2% 0.1I-15 NB North of Flamingo off 4,092 4,105 -0.3% 0.2CD NB South of Slip Ramp from Mainline 727 728 -0.2% 0.0

CD NB Russell on to Tropicana off 1,464 1,468 -0.3% 0.1I-15 SB North of Flamingo on 3,818 3,822 -0.1% 0.1I-15 SB Flamingo on to Tropicana off 4,305 4,334 -0.7% 0.4

CD SB South of Russell off 1,003 1,046 -4.1% 1.3

CD on to Tropicana on

Field Volume

Volume Calibration

I-15 NB CD off to CD on

SegmentCORSIM Volume

2,800 -0.1% 0.1

Facility

3,623 0.3

975

3,545

2,721

1,471CD SB Tropicana on to Russell off

2,796

3,642

971

3,539

2,707

1,440

I-15 SB South of CD off

CD NB Slip Ramp from Mainline to Russell on

I-15 SB Tropicana off to CD off

I-15 NB

0.1

0.1

0.3

0.8

0.5%

-0.4%

-0.2%

-0.5%

-2.1%

Percent Difference

GEH

I-15 NB South of CD off 3,179 3,179 0.0% 0.0

I-15 NB Tropicana on to Flamingo off 4,823 4,798 0.5% 0.4I-15 NB North of Flamingo off 4,182 4,159 0.6% 0.4CD NB South of Slip Ramp from Mainline 882 883 -0.1% 0.0

CD NB Russell on to Tropicana off 1,606 1,601 0.3% 0.1I-15 SB North of Flamingo on 3,957 3,956 0.0% 0.0I-15 SB Flamingo on to Tropicana off 4,459 4,450 0.2% 0.1

CD SB South of Russell off 957 923 3.6% 1.1

CORSIM Volume

Field Volume

Volume Calibration

Facility Segment

-0.5% 0.3

I-15 NB CD on to Tropicana on 3,806 3,784 0.6% 0.4

I-15 NB CD off to CD on 2,918 2,933

0.9% 0.3

I-15 SB Tropicana off to CD off 3,339 3,348 -0.3% 0.1

CD NB Slip Ramp from Mainline to Russell on 1,139 1,129

-0.5% 0.3

CD SB Tropicana on to Russell off 1,411 1,372 2.8% 1.0

I-15 SB South of CD off 2,543 2,556





Percent Difference

GEH


I-15 NB Tropicana on to Flamingo off 4,658 4,741 -1.8% 1.2I-15 NB North of Flamingo off 4,064 4,157 -2.2% 1.5CD NB South of Slip Ramp from Mainline 982 983 -0.1% 0.0

CD NB Russell on to Tropicana off 1,655 1,730 -4.4% 1.8I-15 SB North of Flamingo on 3,972 3,975 -0.1% 0.0I-15 SB Flamingo on to Tropicana off 4,489 4,505 -0.4% 0.2

CD SB South of Russell off 914 976 -6.4% 2.0

CORSIM Volume

Field Volume

Volume Calibration

Facility Segment

I-15 NB CD on to Tropicana on 3,590 3,604 -0.4% 0.2




CD SB Tropicana on to Russell off 1,348 1,403 -3.9% 1.5

I-15 SB South of CD off 2,663 2,694 -1.1% 0.6

-1.2% 0.4

0.3% 0.1

Percent Difference

GEH


I-15 NB Tropicana on to Flamingo off 4,620 4,742 -2.6% 1.8I-15 NB North of Flamingo off 4,018 4,131 -2.7% 1.8CD NB South of Slip Ramp from Mainline 952 952 0.0% 0.0

CD NB Russell on to Tropicana off 1,702 1,655 2.8% 1.1I-15 SB North of Flamingo on 4,063 4,059 0.1% 0.1I-15 SB Flamingo on to Tropicana off 4,550 4,576 -0.6% 0.4


CORSIM Volume

Field Volume

Volume Calibration

Facility Segment







0.8% 0.3

0.0% 0.0





Percent Difference

GEH



CD NB Russell on to Tropicana off 1,545 1,534 0.7% 0.3I-15 SB North of Flamingo on 4,302 4,305 -0.1% 0.0I-15 SB Flamingo on to Tropicana off 4,868 4,903 -0.7% 0.5

CD SB South of Russell off 997 1,102 -9.5% 3.2

CORSIM Volume

Field Volume

Volume Calibration

Facility Segment







0.3% 0.1

0.1% 0.1

Percent Difference

GEH





I-15 SB South of CD off 2,969 2,958 0.4% 0.2


CD NB Slip Ramp from Mainline to Russell on 1,136 1,135 0.2% 0.1

I-15 SB Tropicana off to CD off 3,692 3,678 0.4% 0.2

Volume Calibration

I-15 NB CD off to CD on 2,337 2,329 0.4% 0.2


Facility SegmentCORSIM Volume

Field Volume



Table 6-10: Intersection Volume Calibration Results – PM Time Period 1 (3 to 3:30)

Percent Difference

GEH

EB 785 797 -1.5% 0.4WB 838 848 -1.2% 0.4NB 424 418 1.5% 0.3SB 127 130 -2.0% 0.2EB 917 927 -1.0% 0.3WB 820 829 -1.1% 0.3NB 18 18 -2.8% 0.1SB 36 37 -2.4% 0.1EB 879 887 -0.9% 0.3WB 804 809 -0.6% 0.2NB 37 37 -0.5% 0.0SB 124 124 0.2% 0.0EB 864 870 -0.7% 0.2WB 988 996 -0.8% 0.3NB 289 282 2.4% 0.4SB 454 453 0.1% 0.0EB 1,070 1,070 0.0% 0.0WB 921 922 -0.1% 0.0

SB Right 338 342 -1.3% 0.2SB Flyover 435 447 -2.7% 0.6

EB 698 691 0.9% 0.2WB 1,343 1,346 -0.2% 0.1NB 484 493 -1.9% 0.4EB 924 944 -2.1% 0.7WB 1,312 1,301 0.8% 0.3NB 36 37 -1.9% 0.1SB 144 145 -0.6% 0.1EB 898 924 -2.9% 0.9WB 1,100 1,091 0.8% 0.3NB 983 976 0.7% 0.2SB 963 966 -0.4% 0.1

EB* 146 152 -4.3% 0.5WB 40 41 -3.4% 0.2NB 472 472 0.0% 0.0SB 325 326 -0.5% 0.1

Valley View

Procyon

Polaris

Frank Sinatra/I-15

Dean Martin

I-15 Southbound

I-15 Northbound

NY-NY/Excalibur

Las Vegas Blvd

Volume Calibration Targets

Intersection ApproachCORSIM Volume

Field Volume



Table 6-11: Intersection Volume Calibration Results – PM Time Period 2 (3:30 to 4)

Percent Difference

GEH

EB 948 936 1.3% 0.4WB 909 935 -2.8% 0.9NB 470 473 -0.7% 0.2SB 140 140 -0.4% 0.0EB 1,000 1,002 -0.2% 0.1WB 905 933 -3.0% 0.9NB 16 16 -2.5% 0.1SB 23 23 -0.9% 0.0EB 966 970 -0.4% 0.1WB 876 890 -1.6% 0.5NB 40 41 -1.5% 0.1SB 146 146 0.1% 0.0EB 984 984 0.0% 0.0WB 1,094 1,101 -0.6% 0.2NB 261 260 0.3% 0.1SB 455 455 0.0% 0.0EB 1,166 1,186 -1.7% 0.6WB 924 926 -0.2% 0.1

SB Right 448 443 1.0% 0.2SB Flyover 656 659 -0.5% 0.1

EB 860 873 -1.4% 0.4WB 1,359 1,359 0.0% 0.0NB 498 556 -10.5% 2.5EB 1,375 1,432 -4.0% 1.5WB 1,343 1,375 -2.3% 0.9NB 22 23 -3.9% 0.2SB 97 98 -1.1% 0.1EB 1,283 1,354 -5.2% 1.9WB 1,084 1,092 -0.7% 0.2NB 1,089 1,104 -1.4% 0.5SB 1,015 1,015 0.0% 0.0

EB* 178 194 -8.1% 1.2WB 44 43 2.6% 0.2NB 480 481 -0.2% 0.0SB 245 243 0.7% 0.1

Procyon

Polaris

Dean Martin

I-15 Southbound

I-15 Northbound

NY-NY/Excalibur

Las Vegas Blvd


Valley View


Field Volume

Frank Sinatra/I-15

* Due to low approach volume, a few vehicles results in more than a 5 percent difference.




Percent Difference

GEH

EB 914 911 0.4% 0.1WB 943 962 -2.0% 0.6NB 415 417 -0.5% 0.1SB 158 160 -1.1% 0.1EB 1,023 1,015 0.8% 0.2WB 955 959 -0.5% 0.1NB 15 15 1.3% 0.1SB 19 19 -1.1% 0.0EB 996 982 1.4% 0.5WB 924 940 -1.7% 0.5NB 36 37 -2.4% 0.1SB 120 120 -0.2% 0.0EB 998 988 1.0% 0.3WB 1,076 1,096 -1.9% 0.6NB 324 332 -2.4% 0.4SB 444 449 -1.1% 0.2EB 1,225 1,213 1.0% 0.3WB 923 936 -1.4% 0.4

SB Right 474 482 -1.7% 0.4SB Flyover 609 607 0.3% 0.1

EB 859 854 0.5% 0.2WB 1,415 1,414 0.1% 0.0NB 481 559 -14.0% 3.4EB 1,202 1,232 -2.4% 0.9WB 1,324 1,289 2.7% 1.0NB 41 40 2.8% 0.2SB 259 267 -3.1% 0.5EB 1,120 1,122 -0.2% 0.1WB 977 990 -1.4% 0.4NB 1,061 1,050 1.0% 0.3SB 1,114 1,111 0.3% 0.1

EB* 195 188 3.8% 0.5WB 40 40 -0.3% 0.0NB 416 414 0.5% 0.1SB 333 335 -0.6% 0.1

CORSIM Volume

Field Volume


Intersection Approach

Valley View

Procyon

Polaris

Dean Martin

I-15 Southbound

I-15 Northbound

NY-NY/Excalibur

Las Vegas Blvd

Frank Sinatra/I-15




Percent Difference

GEH

EB 860 869 -1.0% 0.3WB 941 901 4.4% 1.3NB 406 408 -0.5% 0.1SB 168 166 1.4% 0.2EB 971 959 1.3% 0.4WB 926 901 2.8% 0.8NB 16 16 0.0% 0.0SB 16 16 -0.6% 0.0EB 948 941 0.8% 0.2WB 881 854 3.1% 0.9NB 30 30 -0.7% 0.0SB 142 142 -0.1% 0.0EB 970 962 0.8% 0.3WB 1,012 997 1.5% 0.5NB 279 278 0.4% 0.1SB 468 465 0.6% 0.1EB 1,177 1,186 -0.8% 0.3WB 894 865 3.4% 1.0

SB Right 429 424 1.1% 0.2SB Flyover 682 685 -0.5% 0.1

EB 861 860 0.1% 0.0WB 1,401 1,495 -6.3% 2.5NB 473 547 -13.5% 3.3EB 1,350 1,373 -1.7% 0.6WB 1,261 1,293 -2.5% 0.9NB 43 43 -0.5% 0.0SB 337 340 -1.0% 0.2EB 1,311 1,323 -0.9% 0.3WB 987 981 0.6% 0.2NB 1,022 1,012 0.9% 0.3SB 1,083 1,099 -1.4% 0.5EB 246 162 51.6% 5.9WB 43 43 -0.7% 0.0NB 479 481 -0.5% 0.1SB 389 391 -0.5% 0.1


Valley View

Procyon


Polaris

Dean Martin

I-15 Southbound

CORSIM Volume

Field Volume

I-15 Northbound

NY-NY/Excalibur

Las Vegas Blvd

Frank Sinatra/I-15




Percent Difference

GEH

EB 830 838 -1.0% 0.3WB 1,008 983 2.6% 0.8NB 438 431 1.7% 0.4SB 191 193 -1.0% 0.1EB 977 984 -0.7% 0.2WB 996 965 3.2% 1.0NB 12 12 3.3% 0.1SB 38 38 0.3% 0.0EB 942 958 -1.6% 0.5WB 948 909 4.3% 1.3NB 33 32 2.2% 0.1SB 188 188 0.1% 0.0EB 971 998 -2.7% 0.9WB 1,075 1,023 5.1% 1.6NB 310 305 1.6% 0.3SB 543 563 -3.6% 0.9EB 1,193 1,237 -3.6% 1.3WB 1,054 1,045 0.9% 0.3

SB Right 358 352 1.8% 0.3SB Flyover 559 542 3.2% 0.7

EB 890 908 -2.0% 0.6WB 1,537 1,497 2.7% 1.0NB 519 463 12.1% 2.5EB 1,266 1,191 6.3% 2.1WB 1,408 1,408 0.0% 0.0NB 62 62 0.0% 0.0SB 223 212 5.0% 0.7EB 1,271 1,185 7.3% 2.5WB 1,043 1,035 0.7% 0.2NB 1,037 1,043 -0.5% 0.2SB 1,105 1,113 -0.7% 0.2

EB* 140 132 6.3% 0.7WB 36 36 0.3% 0.0NB 404 402 0.5% 0.1SB 556 560 -0.8% 0.2

Intersection


Valley View

Procyon

Polaris

ApproachCORSIM Volume

Field Volume

Las Vegas Blvd

Frank Sinatra/I-15

Dean Martin

I-15 Southbound

I-15 Northbound

NY-NY/Excalibur





Percent Difference

GEH

EB 830 814 2.0% 0.6WB 963 956 0.7% 0.2NB 315 314 0.4% 0.1SB 155 154 0.8% 0.1EB 926 921 0.5% 0.1WB 951 945 0.6% 0.2NB 22 23 -2.6% 0.1SB 25 25 -0.4% 0.0EB 849 838 1.4% 0.4WB 922 902 2.2% 0.7NB 44 44 0.2% 0.0SB 158 159 -0.8% 0.1EB 939 901 4.2% 1.2WB 1,128 1,133 -0.5% 0.2NB 249 247 0.8% 0.1SB 499 479 4.1% 0.9EB 1,172 1,098 6.8% 2.2WB 1,135 1,109 2.4% 0.8


EB 947 851 11.2% 3.2WB 1,410 1,329 6.1% 2.2NB 478 505 -5.3% 1.2EB 1,310 1,287 1.8% 0.6WB 1,184 1,189 -0.4% 0.1NB 34 34 -0.3% 0.0SB 236 239 -1.4% 0.2EB 1,291 1,255 2.9% 1.0WB 941 929 1.3% 0.4NB 1,017 1,150 -11.5% 4.0SB 1,024 1,012 1.1% 0.4EB 191 205 -6.9% 1.0WB 27 27 -1.1% 0.1NB 300 297 1.0% 0.2SB 424 420 1.0% 0.2


Field Volume


Valley View

Procyon


NY-NY/Excalibur

Las Vegas Blvd

Frank Sinatra/I-15

Polaris

Dean Martin

I-15 Southbound

I-15 Northbound



6.5.1.2. AM Period Volume Calibration Results Volume calibration results for the I-15 corridor are shown in Table 6-16 through Table 6-20 for the five time periods in the AM peak period. For the intersections, the results are shown in Table 6-21 through Table 6-25.

Table 6-16: I-15 Corridor Volume Calibration Results – AM Time Period 1 (7 to 7:30)

Percent Difference

GEH


I-15 NB Tropicana on to Flamingo off 4,379 4,376 0.1% 0.0I-15 NB North of Flamingo off 3,989 3,994 -0.1% 0.1CD NB South of Slip Ramp from Mainline 892 892 0.0% 0.0

CD NB Russell on to Tropicana off 1,365 1,361 0.3% 0.1I-15 SB North of Flamingo on 3,843 3,845 0.0% 0.0I-15 SB Flamingo on to Tropicana off 4,101 4,105 -0.1% 0.1


CD on to Tropicana on

Field Volume

Volume Calibration

I-15 NB CD off to CD on

SegmentCORSIM Volume

2,916 -0.4% 0.2

Facility

3,799 0.1

1,112

2,554

1,714

1,114CD SB Tropicana on to Russell off

2,904

3,804

1,117

2,554

1,728

1,096

I-15 SB South of CD off

CD NB Slip Ramp from Mainline to Russell on

I-15 SB Tropicana off to CD off

I-15 NB

0.2

0.0

0.3

0.5

0.1%

0.5%

0.0%

0.8%

-1.6%



Table 6-17: I-15 Corridor Volume Calibration Results – AM Time Period 2 (7:30 to 8)


Percent Difference

GEH



CD NB Russell on to Tropicana off 1,442 1,441 0.1% 0.0I-15 SB North of Flamingo on 4,057 4,059 -0.1% 0.0I-15 SB Flamingo on to Tropicana off 4,347 4,358 -0.3% 0.2


CORSIM Volume

Field Volume

Volume Calibration

Facility Segment

-0.9% 0.6



0.1% 0.0



-0.2% 0.1



Percent Difference

GEH



CD NB Russell on to Tropicana off 1,383 1,395 -0.9% 0.3I-15 SB North of Flamingo on 3,533 3,530 0.1% 0.0I-15 SB Flamingo on to Tropicana off 3,856 3,841 0.4% 0.2


CORSIM Volume

Field Volume

Volume Calibration

Facility Segment

1.5% 0.8



I-15 SB Tropicana off to CD off 2,259 2,233 1.2% 0.6

CD NB Slip Ramp from Mainline to Russell on 1,060 1,074 -1.3% 0.4

CD SB Tropicana on to Russell off 991 980 1.1% 0.3




Table 6-19: I-15 Corridor Volume Calibration Results – AM Time Period 4 (8:30 to 9)


Percent Difference

GEH


I-15 NB Tropicana on to Flamingo off 4,608 4,563 1.0% 0.7I-15 NB North of Flamingo off 4,030 3,982 1.2% 0.8CD NB South of Slip Ramp from Mainline 738 738 0.0% 0.0



CORSIM Volume

Field Volume

Volume Calibration

Facility Segment


I-15 NB CD off to CD on 3,099 3,117 -0.6% 0.3





0.9% 0.3

Percent Difference

GEH


I-15 NB Tropicana on to Flamingo off 4,123 4,016 2.7% 1.7I-15 NB North of Flamingo off 3,606 3,522 2.4% 1.4CD NB South of Slip Ramp from Mainline 791 791 0.1% 0.0

CD NB Russell on to Tropicana off 1,381 1,392 -0.8% 0.3I-15 SB North of Flamingo on 3,343 3,340 0.1% 0.0I-15 SB Flamingo on to Tropicana off 3,701 3,695 0.2% 0.1


CORSIM Volume

Field Volume

Facility Segment

I-15 NB CD on to Tropicana on 3,356 3,283




I-15 SB Tropicana off to CD off 2,329 2,338 -0.4%

-0.7% 0.3

-0.8% 0.3CD NB Slip Ramp from Mainline to Russell on 1,075 1,084

1.2% 0.6

0.2

2.2% 1.3

Volume Calibration



Table 6-21: Intersection Volume Calibration Results – AM Time Period 1 (7 to 7:30)

Percent Difference

GEH

EB 671 670 0.1% 0.0WB 647 680 -4.9% 1.3NB 204 204 0.1% 0.0SB 48 48 -0.4% 0.0EB 657 665 -1.3% 0.3WB 671 693 -3.2% 0.9NB* 14 15 -7.3% 0.3SB 17 18 -3.3% 0.1EB 639 643 -0.6% 0.2WB 677 687 -1.5% 0.4NB 36 37 -2.7% 0.2SB 61 60 1.5% 0.1EB 663 679 -2.4% 0.6WB 895 905 -1.1% 0.3NB 112 112 0.4% 0.0SB 178 177 0.5% 0.1EB 734 746 -1.6% 0.4WB 457 449 1.8% 0.4


EB 597 597 0.0% 0.0WB 651 646 0.8% 0.2NB 349 347 0.5% 0.1EB 1,496 1,484 0.8% 0.3WB 634 633 0.1% 0.0NB 15 15 -0.7% 0.0SB 54 54 0.4% 0.0EB 1,455 1,426 2.0% 0.8WB 575 572 0.5% 0.1NB 520 518 0.4% 0.1SB 461 466 -1.1% 0.2

EB* 120 131 -8.2% 1.0WB* 10 11 -5.5% 0.2NB 155 157 -1.3% 0.2SB 163 164 -0.9% 0.1

Valley View

Procyon

Polaris

Frank Sinatra/I-15

Dean Martin

I-15 Southbound

I-15 Northbound

NY-NY/Excalibur

Las Vegas Blvd



Field Volume




Table 6-22: Intersection Volume Calibration Results – AM Time Period 2 (7:30 to 8)

Percent Difference

GEH

EB 877 893 -1.8% 0.6WB 588 604 -2.7% 0.7NB 246 248 -0.7% 0.1SB 53 52 1.7% 0.1EB 828 856 -3.3% 1.0WB 587 619 -5.2% 1.3NB* 7 6 8.3% 0.2SB 11 11 2.7% 0.1EB 769 796 -3.4% 1.0WB 602 644 -6.6% 1.7NB 37 37 -0.5% 0.0SB 50 51 -1.4% 0.1EB 754 774 -2.6% 0.7WB 829 874 -5.2% 1.6NB 215 216 -0.3% 0.0SB 234 235 -0.4% 0.1EB 879 884 -0.6% 0.2WB 477 499 -4.5% 1.0

SB Right 538 557 -3.4% 0.8SB Flyover 1,120 1,099 1.9% 0.6

EB 706 713 -1.1% 0.3WB 734 739 -0.6% 0.2NB 425 473 -10.2% 2.3EB 1,612 1,622 -0.6% 0.2WB 779 781 -0.3% 0.1NB 28 29 -2.1% 0.1SB 60 60 -0.2% 0.0EB 1,502 1,493 0.6% 0.2WB 817 821 -0.5% 0.1NB 619 624 -0.9% 0.2SB 445 459 -3.1% 0.7EB 219 246 -11.1% 1.8WB 21 21 0.0% 0.0NB 296 298 -0.7% 0.1SB 134 133 0.7% 0.1


Valley View

Procyon


Polaris

Dean Martin

I-15 Northbound

I-15 NB

Field Volume

NY-NY/Excalibur

Las Vegas Blvd

Frank Sinatra/I-15





Percent Difference

GEH

EB 833 850 -2.0% 0.6WB 631 632 -0.1% 0.0NB 252 250 0.9% 0.1SB 62 62 -0.8% 0.1EB 836 836 -0.1% 0.0WB 644 645 -0.2% 0.1NB 12 12 -2.5% 0.1SB 13 13 0.8% 0.0EB 807 801 0.7% 0.2WB 663 686 -3.3% 0.9NB 44 44 0.9% 0.1SB 66 66 0.2% 0.0EB 793 773 2.6% 0.7WB 857 911 -5.9% 1.8NB 193 191 0.8% 0.1SB 209 205 1.9% 0.3EB 897 878 2.1% 0.6WB 598 628 -4.8% 1.2

SB Right 488 496 -1.5% 0.3SB Flyover 1,126 1,112 1.3% 0.4

EB 690 673 2.5% 0.6WB 898 919 -2.3% 0.7NB 458 488 -6.1% 1.4EB 1,611 1,595 1.0% 0.4WB 924 924 0.0% 0.0NB 41 41 0.7% 0.0SB 131 131 -0.2% 0.0EB 1,519 1,473 3.1% 1.2WB 949 946 0.3% 0.1NB 539 559 -3.6% 0.9SB 521 519 0.4% 0.1EB 202 237 -14.7% 2.4WB 23 23 0.0% 0.0NB 307 309 -0.6% 0.1SB 156 156 0.0% 0.0

Frank Sinatra/I-15

Dean Martin

I-15 Southbound

I-15 Northbound

NY-NY/Excalibur

Las Vegas Blvd

Valley View

Procyon

Polaris

CORSIM Volume

Field VolumeVolume Calibration Targets




Table 6-24: Intersection Volume Calibration Results – AM Time Period 4 (8:30 to 9)

Percent Difference

GEH

EB 905 901 0.4% 0.1WB 684 699 -2.2% 0.6NB 249 250 -0.3% 0.0SB 60 60 0.3% 0.0EB 883 878 0.5% 0.2WB 691 705 -2.1% 0.5NB 17 17 -1.2% 0.0SB 18 18 -2.8% 0.1EB 846 851 -0.5% 0.2WB 740 752 -1.5% 0.4NB 44 44 0.5% 0.0SB 80 80 0.1% 0.0EB 859 860 -0.2% 0.1WB 915 949 -3.6% 1.1NB 207 207 0.0% 0.0SB 217 216 0.5% 0.1EB 936 943 -0.8% 0.2WB 722 734 -1.7% 0.5

SB Right 456 452 0.9% 0.2SB Flyover 886 872 1.7% 0.5

EB 769 766 0.3% 0.1WB 979 965 1.5% 0.5NB 441 516 -14.5% 3.4EB 1,472 1,493 -1.4% 0.5WB 975 989 -1.5% 0.5NB 18 19 -3.7% 0.2SB 85 82 3.0% 0.3EB 1,413 1,435 -1.5% 0.6WB 977 965 1.2% 0.4NB 586 582 0.7% 0.2SB 592 592 0.0% 0.0EB 254 283 -10.2% 1.8WB 28 28 -0.4% 0.0NB 394 396 -0.6% 0.1SB 151 150 0.8% 0.1

I-15 Northbound

NY-NY/Excalibur

Las Vegas Blvd

Frank Sinatra/I-15

Polaris

Dean Martin

I-15 Southbound

CORSIM Volume

Field VolumeVolume Calibration Targets

Valley View

Procyon





Percent Difference

GEH

EB 842 832 1.2% 0.3WB 605 613 -1.3% 0.3NB 244 249 -2.0% 0.3SB 47 46 2.8% 0.2EB 840 834 0.7% 0.2WB 600 608 -1.3% 0.3NB 10 10 1.0% 0.0SB 22 22 0.0% 0.0EB 815 801 1.7% 0.5WB 639 646 -1.1% 0.3NB 29 29 -1.0% 0.1SB 63 65 -3.4% 0.3EB 822 799 2.9% 0.8WB 803 795 1.1% 0.3NB 205 213 -3.9% 0.6SB 221 221 -0.1% 0.0EB 944 921 2.5% 0.7WB 614 584 5.1% 1.2


EB 792 770 2.9% 0.8WB 755 735 2.7% 0.7NB 432 418 3.4% 0.7EB 1,482 1,432 3.5% 1.3WB 761 749 1.6% 0.4NB 33 33 -1.5% 0.1SB 98 99 -0.7% 0.1EB 1,395 1,396 0.0% 0.0WB 693 683 1.4% 0.4NB 521 514 1.4% 0.3SB 529 524 1.0% 0.2

EB* 199 215 -7.4% 1.1WB 21 21 -2.4% 0.1NB 293 289 1.5% 0.3SB 122 123 -0.6% 0.1

CORSIM Volume

Field VolumeIntersection


Las Vegas Blvd

Frank Sinatra/I-15

Dean Martin

I-15 Southbound

I-15 Northbound

NY-NY/Excalibur


Valley View

Procyon

Polaris

Approach



6.5.2. Queue Calibration Results As explained in Section 6.1, the observed maximum queue during the data collection in September was unusually low for both the AM and PM on the northbound off-ramp at Tropicana. The data showed 18 vehicles during AM peak and 22 vehicles during PM peak. In the PM, the outside lane queue often extends south beyond the Frank Sinatra split; the back of queue is approximately 50 to 60 vehicles on a typical PM peak period as observed during field visits in July 20148. Therefore, the field data (22 vehicles) was discarded for this ramp, and instead the maximum queue in the PM was assumed to be 55 vehicles. In the AM, the queues are not as long as the queues in the PM, but still typically longer than the 18 vehicles recorded during the data collection. The maximum queue in the AM was assumed to be 30 vehicles based on general observations on other days in July 20149. Table 6-26 shows the queue calibration results for the selected key locations. As seen, all locations meet the 20 percent target.

Table 6-26: Queue Calibration Results

6.5.3. Speed Calibration Results The calibration target for speeds is based on a statistical test (z-test) per the CORSIM Modeling Guidelines, which in turn is from the FHWA’s Guidance on the Level of Effort Required to Conduct Traffic Analysis Using Microsimulation. In this test, field data is compared with the model data to check the following hypothesis:

8 Approximately 40 cars per lane can fit between the stop bar and the Frank Sinatra split. The queue oftentimes extends 10 to 20 vehicles south of this split, which would make the total queue approximately 50 to 60 vehicles. 9 The 30 vehicles approximately correspond to queues extending 75 percent of the distance between the stop bar and the Frank Sinatra split.

Calibration LocationCORSIM

Max Queue (Vehicles)

Field Max Queue

(Vehicles)

Percent Difference

Calibration Met?

NB off-ramp at Tropicana - outside lane (AM) 26 30 13% Yes

NB off-ramp at Tropicana - outside lane (PM) 63 55 -15% Yes

SB to WB off-ramp at Tropicana - outside lane (AM) 19 16 -19% Yes

WB inner right turn lane at Tropicana Interchange (PM) 61 52 -17% Yes



Several model adjustments, as listed in Table 6-2 and Table 6-3, were applied to meet the z-test targets. Speed calibration tables that show comparison of average field speeds to CORSIM output (along with z-test calculations) are in Attachment 9. The z-test targets were not met for certain time periods even with the most aggressive application of relevant calibration parameters. In investigating the cause, it was understood that the CORSIM’s speed output for links (called “speed average through”) is not comparable to the average speeds from the floating car travel time study. The floating car study records the speed of a vehicle traveling through the arterial from one end to other, while the CORSIM’s “speed average through” output is the average speed of all through vehicles discharged at an intersection regardless of whether they entered the link via a through or turning movement at the upstream intersection. In other words, vehicles traveling through an intersection, but originated from the side street at the upstream intersection, are included in CORSIM’s “speed average through” output. Therefore, even when there is perfect through progression between two intersections (i.e., high travel speed for the floating car), CORSIM’s “speed average through” is lower because the vehicles that entered from the side street at the upstream intersection would likely stop at the downstream intersection. CORSIM does not have a more appropriate output to compare the two data sets. This issue was discussed with NDOT Traffic Operations staff on December 31, 2014. It was decided to still apply the z-test to match the speeds to the extent possible; however, it was agreed that this test would not be used to indicate a calibrated model.

6.5.4. Visual Match with General Field Observations Visually matching the simulation (in TRAFVU animation) with the operational observations in the field was an important part of the calibration. With the application of several adjustments listed in Section 6.3.1, the models generally reflect the observed field conditions. Figure 6-1 shows CORSIM screenshots illustrating a sample of these.

6.5.5. Summary With the adjusted parameters, both the AM and PM base models are considered calibrated. The calibrated models can be used to test the performance of the alternative that offers the best solution for this project (i.e., preferred alternative) for the design year 2035.



Figure 6-1: CORSIM Screenshots for Operational Issues in the PM

Queuing on the northbound off-ramp

Congestion on northbound CD Road prior to CD Road on-ramp



Figure 6-1: CORSIM Screenshots for Operational Issues in the PM - Continued

Queue spillback from northbound ramp meter and westbound right and eastbound left queuing


CORSIM Base Model Development and Calibration

Attachment 1: CORSIM Methodology Memorandum and Approval Letter

I-15/Tropicana Interchange Feasibility Study

CORSIM Modeling Methodology 1

Technical Memorandum

TO: Hoang Hong, NDOT DATE: August 7, 2014 FROM: John Karachepone, Jacobs SUBJECT: CORSIM Modeling - Methodology Memorandum COPIES: Luis Garay, NDOT; Randy Travis, NDOT; James Caviola, CA Group

1.0. INTRODUCTION

The Nevada Department of Transportation (NDOT) has begun a feasibility study for the I-15 Interchange at Tropicana Avenue in Las Vegas. This Feasibility Study will evaluate operational and geometric improvements to I-15 and Tropicana Avenue within the limits of Hacienda Avenue on the south, Harmon Avenue on the north, Valley View Boulevard on the west, and Las Vegas Boulevard on the east. Figure 1 illustrates the study limits1. The Feasibility Study will serve as a program level planning tool that NDOT can use to implement improvements within the study limits. It will also serve as a foundation for future National Environmental Policy Act (NEPA) clearance.

Jacobs, as a subconsultant to CA group, will complete a Traffic Study Report for traffic forecasting and traffic operational analysis (specifically CORSIM modeling) tasks of the Feasibility Study. Prior to beginning the traffic forecasting and traffic analysis process, Jacobs is submitting two methodology memorandums: 1) Traffic Forecasting Methodology Memorandum2 and 2) CORSIM Methodology Memorandum. This document is the latter of the two; it documents the methodologies and assumptions that will be used in CORSIM modeling for the Feasibility Study. Proposed analysis scenarios and additional traffic analysis tools to be used are also included. A review and approval of this Memorandum is requested prior to developing the CORSIM models.

The CORSIM modeling will follow NDOT’s CORSIM Modeling Guidelines (2012). A completed “Methodology Memorandum Checklist” from this guidelines document is attached at the end of this memorandum. CORSIM models will be developed for existing conditions (year 2014) for calibration purposes. Additionally, the alternative that offers the best solution (i.e., preferred alternative) will be modeled for design year conditions. The design year is 2035 consistent with the horizon year of the Regional Transportation of Southern Nevada’s (RTC) Regional Transportation Plan (RTP).

1 Study limits are not the same as geographic limits of CORSIM modeling. See Section 3.0 for modeling limits and the specific list of study intersections, segments, and ramps to be included in the model. 2 Traffic Forecasting Methodology was submitted to NDOT on June 9, 2014; it was approved on July 8, 2014.



Figure 1: Study Limits




2.0. TECHNICAL GUIDANCE, STANDARDS, AND TOOLS

The following technical documents and guidelines are the key references to be used for the traffic analysis of this Feasibility Study:

• CORSIM Modeling Guidelines, NDOT, 2012

• Traffic Analysis Toolbox Volume IV: Guidelines for Applying CORSIM Microsimulation Modeling Software, FHWA, 2007

• Advanced CORSIM Training Manual, Minnesota Department of Transportation, 2008

• Guidance on the Level of Effort Required to Conduct Traffic Analysis Using Microsimulation, FHWA, 2012

• Highway Capacity Manual 2010, Transportation Research Board, 2010

Modeling will be performed in CORSIM version 6.3. Synchro (version 8.0) will be used as a supporting traffic analysis tool for intersection analysis. Highway Capacity Software (HCS) 2010 will be used as a supporting traffic analysis tool for freeway and ramp analysis.

3.0. ANALYSIS SCENARIOS

Traffic analysis in this Feasibility Study will be performed for existing (year 2014) conditions and for up to five alternatives, including a no-action alternative, for design year 2035. Operations analysis for existing conditions and design year alternatives will be based on Highway Capacity Manual (HCM) methodologies using Synchro 8.0 for intersections and HCS 2010 for freeway and CD roads. The HCM analysis will serve as a screening level analysis to streamline the evaluation of alternatives. The build alternative that is determined to offer the best solution (i.e., preferred alternative) based on all the evaluation criteria will be advanced for CORSIM modeling. Analysis for all scenarios will be performed for both the AM and PM peak periods.

CORSIM models will be developed for:

• Existing Year 2014 AM and PM models for calibration purposes

• Design Year 2035 Preferred Alternative AM and PM models

Opening year and interim year analysis will not be conducted for this Feasibility Study. The preferred alternative will be determined based on year 2035 conditions.

4.0. GEOGRAPHIC LIMITS OF THE TRAFFIC ANALYSIS

The study limits along the I-15 corridor are Hacienda Avenue on the south and Harmon Avenue on the north. Traffic analysis will extend beyond the study limits to capture the impact of the ramps from the adjacent interchanges; therefore, the geographic limits are expanded to include ramps from/to Russell Road and Flamingo Road. Additionally, the CD roads within these limits will be included in the model. With that, the segments and ramps to be included in the CORSIM



model along I-15 corridor are depicted in Figure 2.3 It should be noted that the Figure 2 reflects the existing configuration; the inner two lanes represent the I-15 express lanes. The express lanes are anticipated to be converted to HOV lanes by year 2035 as recommended in the Draft Southern Nevada HOV Plan Update. Additionally, the HOV Plan Update recommends HOV drop ramps at Harmon Avenue and Hacienda Avenue. These planned HOV improvements (i.e., mainline HOV lanes and drop ramps) will be assumed to be in place by year 2035, and therefore, be included in the design year CORSIM model.

Figure 2: Geographic Limits of the Model along I-15 Corridor

The intersection of Tropicana Avenue with each public road and major driveway between Valley View Boulevard and Las Vegas Boulevard will be included in the CORSIM model4. These intersections are listed below and illustrated in Figure 3:

1. Valley View Boulevard (signal)

2. Procyon Avenue (stop controlled)

3Segments and ramps to be included in the model were included and approved in the Traffic Forecasting Methodology Memorandum. 4 The list of study intersections were included and approved in the Traffic Forecasting Methodology Memorandum. Intersection #3 and #5 are to be included in the model; however, an operations analysis results for these two intersections are not required as agreed/approved per discussions with NDOT.



3. McDonalds Driveway (stop controlled)

4. Polaris Avenue (signal)

5. Jack in the Box/Wild Wild West Driveway (stop controlled)

6. Dean Martin Drive (signal)

7. I-15 Southbound (signal)

8. I-15 Northbound (signal)

9. Frank Sinatra/I-15 Northbound (signal)

10. New York New York Driveway (signal)

11. Las Vegas Boulevard (signal)

Figure 3: Study Intersections along Tropicana Avenue


In addition to these existing intersections, ramp terminal intersections of the proposed Harmon Avenue and Hacienda Avenue direct access ramps will also be included in the design year model.

5.0. MODELING PERIODS AND MULTIPLE TIME PERIODS

The modeling period will extend beyond the peak congested period to capture the build-up to congestion and the dissipation of congestion. Additionally, multiple time periods will be used to account for traffic fluctuations. Duration of each time period will be 30-minutes.5

5.1. Modeling Period - Year 2014 Existing Conditions Model

For short-term analysis (existing and up to five years), the CORSIM Modeling Guidelines requires a modeling period of three hours for the urban Las Vegas area.6 This is because the

5 The CORSIM Modeling Guidelines requires either 15-minute or 30-minute time periods; 30-minute is proposed for this Feasibility Study.

10 11 8

9

1 2 3 4 5 6 7



urban Las Vegas area experiences peak congested periods of typically two hours. To account for build- up to and dissipation of this two-hour peak congested period, the modeling period is to be three hours consisting of a 30-minute build up to congestion, 2-hour congested peak period and a 30-minute dissipation of congestion. Identifying the modeling periods for this Feasibility Study was a three-step process as described below.

As the first step, a general review of the NDOT hourly counts at the Tropicana Avenue interchange area were done to understand the traffic patterns. NDOT has count stations on all four ramps of the interchange and just east and west of the interchange. Based on this review, the most logical three-hour time periods were 6:30 to 9:30 AM and 3:00 to 6:00 PM. These periods also align with our local knowledge of traffic patterns. The charts for the hourly fluctuations from NDOT counts are attached as a reference at the end of this memorandum.

The second step was to review more detailed field count data. Turning movement counts for the existing study intersections shown in Figure 3 were collected in 15-minute increments during the modeling periods identified previously. The turning movement data was summarized in 30-minute intervals and reviewed to confirm if 6:30 to 9:30 AM and 3:00 to 6:00 PM were indeed the appropriate time periods for modeling. Since the focus of the Feasibility Study is the Tropicana Avenue interchange, the counts at the two ramp terminal intersections and the Dean Martin intersection were selected for review. Table 5-1 below shows the 30-minute intersection volumes and the combined volumes at these three intersections. Looking at the patterns during the PM, there is a clear volume increase at 3:30, and decrease at 5:30 for all three intersections. Based on that, 3:00 to 3:30 is selected as the build-up to congestion, 3:30 to 5:30 is selected as the peak congested period, and 5:30 to 6:00 is selected as the dissipation of congestion for PM. In the AM, there is a clear volume increase at 7:30, and decrease at 9:00 for all three intersections. Furthermore, volumes for 7:00 to 7:30 AM are lower than any of the 30-minute volumes during the PM; therefore, it is decided to choose 7:00 to 7:30 as the build-up to congestion, 7:30 to 9:00 as the peak congested period, and 9:00 to 9:30 as the dissipation of congestion for AM. As a result, the proposed AM modeling period is 2.5 hours long with a 1.5-hour of peak congested period, and the proposed PM modeling period is 3 hours long with a 2-hour of peak congested period. Figure 4 illustrates these selected periods; the graphic is based on the combined volumes of the three intersections.

6 Less than three hours is accepted on a case by case basis with supporting data.



Table 5-1: Modeling Period Identification from Intersection Count Data

Figure 4: Modeling Periods and Multiple Time Periods

Tropicana/I-15 NB

Ramps

Tropicana/I-15

Southbound Ramps

Tropicana/Dean

MartinCombined

6:30 to 7:00 1,310 1628 1,781 4,719

7:00 to 7:30 1,520 1741 1,883 5,144

7:30 to 8:00 1,858 1919 2,086 5,863

8:00 to 8:30 2,079 1998 2,071 6,148

8:30 to 9:00 2,247 2129 2,226 6,602

9:00 to 9:30 1,888 1942 2,011 5,841

Tropicana/I-15 NB

Ramps

Tropicana/I-15

Southbound Ramps

Tropicana/Dean

MartinCombined

3:00 to 3:30 2,524 2321 2,572 7,417

3:30 to 4:00 2,788 2550 2,790 8,128

4:00 to 4:30 2,801 2641 2,893 8,335

4:30 to 5:00 2,869 2454 2,690 8,013

5:00 to 5:30 2,831 2584 2,831 8,246

5:30 to 6:00 2,590 2489 2,698 7,777

30-Minute Time

Period

Intersection Total Volume - AM

Intersection Total Volume - PM 30-Minute Time

Period

7,200

7,400

7,600

7,800

8,000

8,200

8,400

30

-Min

ute

Vo

lum

e

PM Modeling Period Identification


Modeling Period

3:00 6:005:00 5:304:304:003:30



The final step of identifying the modeling periods was to confirm these selected periods by observing actual traffic in the field. This was more so required for the PM period because the volumes in the PM are significantly higher than the AM volumes. It is noted that a few movements in the AM have higher volumes than the PM (such as the southbound flyover ramp and the southbound right-turn ramp at the interchange); a review of those field collected volumes also indicated similar patterns. The northbound CD road between Russell Road and Tropicana Avenue, and Tropicana Avenue between Las Vegas Boulevard and Valley View Drive were driven multiple times between 3:30 and 6:00 PM on Thursday, July 24, 2014. The interchange area and the northbound CD road were definitely congested during the field visit; however, the congestion, as expected based on the count data, started to dissipate beginning about 5:30. By 6:00 PM, the congestion had dissipated. This field observation confirmed that the proposed time periods are appropriate.

Figure 4 above summarizes the final proposed modeling periods and multiple time periods for both the AM and PM models. For the AM model, there will be five 30-minute time periods. For the PM model, there will be six 30-minute time periods.

For CORSIM model calibration, the volumes for each time period will be based on the turning movement counts collected in the field for Tropicana Avenue (including its ramps with the I-15

5,000

5,200

5,400

5,600

5,800

6,000

6,200

6,400

6,600

6,800

30

-Min

ute

Vo

lum

e

AM Modeling Period Identification


Modeling Period

7:00 9:00 9:308:308:007:30



and CD roads). The volumes for each time period will be obtained from NDOT’s count stations for the I-15 mainline, CD roads, and the ramps (except for the Tropicana ramps). Section 6.1.2 addresses volume data sources in additional detail. The volumes will be balanced prior to entering in CORSIM.

5.2. Modeling Period - Year 2035 Preferred Alternative Model

For long-term analysis, the CORSIM Modeling Guidelines requires a modeling period of two hours for all areas including urban Las Vegas area. This is because, proposed improvements can be evaluated based on a single design hour. Multiple time periods are still required to account for fluctuations. With that, the modeling period for the Preferred Alternative will be two hours, comprising of four 30-minute periods. The first 30-minute will reflect build-up to congestion, the second and third 30-minute periods will reflect the peak design hour, and the fourth 30-minute period will reflect the dissipation of congestion.

Approved 2035 forecasts7 will be the volumes to be accommodated in the year 2035 Preferred Alternative model. Volumes for each 30-minute time period will be based on the proportions calculated using the actual existing volumes.

6.0. DATA COLLECTION AND PREPARATION

Two types of data are required for CORSIM modeling:

1. Model input data

2. Calibration MOE data – See Section 8.1

Model input data is addressed below; see Section 8.1 for calibration MOE data.

6.1. Model Input Data

6.1.1. Geometry and Traffic Control Data

Following notes summarize the methodology/assumptions for geometry and traffic control data.

• Existing lane configuration and traffic control data will be collected through aerial maps and confirmed with field visits. Lane configuration for the Preferred Alternative model will be based on the proposed improvements.

• Per the CORSIM Modeling Guidelines, freeway mainline curves less than 2,500 feet radius are to be coded. There are no mainline curves less than 2,500 feet along the modeling limits; therefore, no curve data will be entered.

• For the year 2014 model, actual current signal phasing and timing will be used. Traffic signal phasing and timing data will be obtained from RTC FAST and/or Clark County. Location

7 Approved 2035 forecasts are not available yet. The forecasts are currently in the development stage, and will be submitted to NDOT in August 2014 for review and approval.



and types of detectors in the form of as-built signal design plans will also be requested and obtained (if available) from Clark County.

• For the Preferred Alternative model, signal phasing and timing will be optimized in Synchro using actuated traffic control. For intersections where improvements are recommended, pedestrian timings will be calculated following the criteria in RTC FAST’s Transportation Management Strategies Section IV: Pedestrian Clearance, Yellow Change, and All-Red Clearance Interval Timings (2012). For other intersections, existing pedestrian timings will be carried forward. Cycle lengths consistent with the RTC FAST’s typical cycle lengths will be selected. In Synchro, peak hour factors will be based on actual calculated peak hour factors; if the calculated peak hour factors are less than 0.92, a peak hour factor of 0.92 will be used consistent with typical default for urban areas. Similarly if actual field calculated peak four factors are greater than 0.95, then a peak hour factor of 0.95 will be used to reflect a reasonable traffic demand fluctuation within the analysis hour. The use of this range of peak hour factors in the assessment of the future Preferred Alternative is consistent with the Department’s Traffic Forecasting Guidelines (Table 4-1).

• Within the modeling limits, there are ramps meters currently operating on the northbound on-ramp of Russell Road, southbound and northbound on-ramp of Tropicana Avenue, and southbound on-ramp of Flamingo Avenue. Operating data for these four ramp meters will be obtained from RTC FAST to be incorporated in the CORSIM models.

• Per the CORSIM Modeling Guidelines segments with grades greater than or equal to 4 percent, if sustained longer than 1,000 feet, are to be coded. There are no segments with grades greater than 4 percent sustained for longer than 1,000 feet; therefore, no grade data will be entered.

6.1.2. Traffic Volume Data

Traffic volumes will be balanced for each time period prior to entering in CORSIM models.

• Intersections: Turning movement counts for the existing study intersections (Figure 3) were collected in 15-minute increments from 6:30 to 9:30 AM, and from 3:00 to 6:00 PM (i.e., during identified modeling periods) on Thursday, 6/19/2014 and Tuesday, 6/24/2014. Heavy vehicles and pedestrian/bicycle crossings were counted as part of this data collection. CORSIM requires balanced volumes. Traffic count data is reviewed for potential discrepancies (i.e. for unbalanced adjacent intersection volumes). There are no considerable unbalanced volumes between the adjacent intersections except for the volumes at west leg of Las Vegas Boulevard intersection and the volumes from/to west. All of the intersections along Tropicana Avenue are counted on the same day (6/24/2014) except for the intersections at Las Vegas Boulevard and New York New York. The volume unbalance is likely due to this day difference. Prior to entering in CORSIM and Synchro, the volumes at these two intersections will be adjusted/balanced to match the other intersections. Additionally, the minimal unbalanced volumes between the other intersections will be balanced to the higher volumes.

• I-15 Corridor: Year 2014 traffic counts for the I-15 corridor including ramps and CD Roads are obtained from NDOT’s count stations. NDOT does not have count stations on the CD roads itself, but the counts on the I-15 mainline and ramps are adequate to calculate the



volumes on the CD roads. Count data at the following stations are available and obtained.8 The obtained count data is in hourly format; they will also be requested in smaller increments to identify the volumes for the multiple time periods in the CORSIM model.

o #1021: I-15, 0.2 mile south of the Russell Interchange

o #52: I-15, South of the Tropicana Interchange

o #61: I-15, 0.4 mile south of the Flamingo Interchange

o #62: Northbound off-ramp of the Flamingo Interchange

o #66: Southbound on-ramp of the Flamingo Interchange

o #1015: Southbound off-ramp of the Russell Interchange

o #1018: Northbound on-ramp of the Russell Interchange

The existing traffic counts will not be adjusted to peak season prior to use in CORSIM, because the calibration will be performed for the conditions when the data is collected. It is noted that the count data and the calibration MOE data are not from the same month; however, the difference is negligible based on a review of seasonal counts. For Synchro/HCS analysis of the existing conditions, traffic volumes will be adjusted/balanced to the seasonal peak.

6.1.3. Heavy Vehicle Percentages

For Tropicana Avenue, heavy vehicle (truck) percentage is calculated based on the truck counts collected as part of the turning movement counts. Based on volumes at all 11 study intersections, the AM and PM truck percentages are calculated as 6 percent and 3 percent respectively (rounded to the nearest integer, as CORSIM does not accept decimals). These percentages will be used for both existing and design year models for Tropicana Avenue.

In the approved Traffic Forecasting Methodology Memorandum for this Feasibility Study, the daily heavy vehicles percentage along I-15 within the study limits was estimated and approved to be 5.3%, which was based on NDOT’s own estimates in their Annual Vehicle Classification Report. For traffic operations analysis, truck percentages for the peak periods are necessary which are typically lower than the daily percentage. Hourly breakdown of truck counts on I-15 within the study limits is not available. The closest available location is the ATR south of Blue Diamond interchange (ATR # 0035340); however, the truck percentages from this location is not applicable to this Feasibility Study since the percentages at Blue Diamond location are a lot higher due to lower number of total vehicles. Nonetheless, the hourly breakdown at this location is useful (and obtained from NDOT) to calculate the “peak period to daily ratio”. This peak to daily ratio is then applied to the previously approved 5.3 daily truck percentage. Table 6-1 shows these calculations and the resulting peak period truck percentages. As shown, the

8 NDOT count data for the ramps at the Tropicana Avenue interchange are also available, but the ramp volumes from the intersection turning movement count data will be used for those ramps to provide a more consistent data set along Tropicana Avenue.



proposed truck percentages are 5 percent and 4 percent for the AM and PM peak periods respectively. These percentages will be applied to CD roads as well.

Table 6-1: Proposed Peak Period Truck Percentages

7.0. CORSIM CODING AND ANALYSIS ASSUMPTIONS

A systematic process consistent with the CORSIM Modeling Guidelines will be followed to develop the CORSIM models.

Below are some of the key coding assumptions:

• NDOT’s standard node numbering convention will be used.

• A link-node diagram will be created on an aerial image.

• Lane schematics will be prepared.

• 5 mph over the posted speed limit will be coded as the input free-flow speed.

• A full FRESIM origin-destination (O-D) table will be developed and coded.

• Conditional turning movements will be coded at the ramp terminal interchanges.

• Multiple time periods (as proposed in Section 5.0) will be coded.

• Ramp meters will be coded.

• HOV lanes will be coded for the year 2035 model.

• Freeway exit ramp reaction points will be coded based on observed/known field conditions to the extent possible.

8.0. CALIBRATION PROCESS

Models will be calibrated following the guidance provided in the CORSIM Modeling Guidelines. Key calibration parameters and key notes/issues regarding calibration parameters provided in the CORSIM Modeling Guidelines will be applied as appropriate. A calibration memorandum will be submitted to provide a progress milestone in the model development process; any comments received on this memorandum will be addressed in the Traffic Study Report.

Time Period

Total Vehicles

at the Blue

Diamond

Location

Total Trucks

at the Blue

Diamond

Location

Truck

Percentage

at the Blue

Diamond

Location

Peak Period

to Daily Ratio

at the Blue

Diamond

Location

Proposed Peak

Period Truck

Percentages

7 to 9 AM 12,279 1,101 8.97% 95% 5%

3 to 6 PM 21,987 1,530 6.96% 74% 4%

Daily 105,848 9,971 9.42%



Calibration will be performed for both the AM and PM peak periods. The calibration process will be documented including the list of adjustments made to the model, the specific location of these adjustments in the model, and the rationale behind these adjustments.

8.1. Calibration MOEs and Targets

Calibration MOE data will be collected to compare field conditions to CORSIM results, i.e., to perform calibration. The CORSIM Modeling Guidelines requires a minimum of two MOEs to be calibrated in addition to traffic volumes. Calibration will be performed for key locations in the network. Per the CORSIM Modeling Guidelines, traffic volume calibration will be performed for all segments, and calibration of the other two MOEs will be performed for key segments/locations.

Jacobs performed a field visit on July 24, 2014 to identify appropriate key locations and corresponding MOEs for calibration. The visit included the Tropicana Interchange area and the northbound CD Road, as these two areas are areas of current concern in this Feasibility Study. Based on the field observations and the guidance provided in the CORSIM Modeling Guidelines, the following two MOEs are selected for calibration. These two MOEs are in addition to the traffic volumes.

Calibration MOE 1 - Speeds: Speed calibration will be performed for Tropicana Avenue. Travel time runs will be performed along Tropicana Avenue between Valley View Boulevard and Las Vegas Boulevard using the floating car technique. The number of travel time runs for each 30-minute time period during the identified peak period will need to meet the 95 percent confidence level using the following equation per the CORSIM Modeling Guidelines.9 It is anticipated that adequate number of runs for each 30-minute period will not be obtained from travel time runs on a single day; runs for a minimum of two days will likely be required.

9 Speed calibration is to be performed individually for the time periods within the peak period. For the AM, there are three 30-minute time periods within the peak period (7:30 to 8:00, 8:00 to 8:30, 8:30 to 9:00). For the PM, there are four 30-minute time periods within the peak period (3:30 to 4:00, 4:00 to 4:30, 4:30 to 5:00, 5:00 to 5:30). For each of these 30-minute time periods, number of runs will meet the 95 percent confidence level using this equation.



The segment between Polaris Avenue and New York New York/Excalibur is proposed as the key segment to be calibrated. As stated above, the focus for the calibration is the interchange area; however, travel time data just for the interchange segment will have much greater uncertainty due to its very short length and expected queuing issues during the peak period. Extending the calibration segment will provide a more reliable data set.

Calibration MOE 2 - Queues: Queue calibration will be performed at the key locations listed below; they were determined to be the most appropriate locations during the field visit.

• Outside lane of the Tropicana Avenue northbound off-ramp: The queue calibration at this location will be performed for both the AM and PM models. This lane is particularly selected because this is the lane with consistently the longest queue among the three lanes on this off-ramp.

• Tropicana Avenue southbound right turn off-ramp: The queue calibration at this location will be performed for the AM model only, as this ramp has higher volumes in the AM. Both lanes will be observed; the lane with the longer queue will be calibrated.

• Westbound right-turn movement at the Tropicana Avenue interchange: There are two right-turn lanes for this movement; however, the queue consistently backs up to the one lane segment prior to tapering to two lanes. The back of queue for this movement will be calibrated for the PM model, as PM is the critical period for this movement.

Queue observations at each location will be performed to determine maximum queue during the entire modeling period.10 A minimum of three maximum queue observations will be performed as required in the CORSIM Modeling Guidelines; this requires queue observations from three different days.

Volume calibration/comparison (of all segments) will be performed for all time periods. Speed calibration will be performed for the time periods within the peak period (three 30-minute time period for AM and four 30-minute time period for PM). Queue calibration will be performed for the entire modeling period because the maximum queue output from CORSIM is the maximum queue during the entire modeling period. Calibration targets for these selected MOEs will conform to those listed in Table 8-1 per the CORSIM Modeling Guidelines.

10 Maximum queue output in CORSIM output is the maximum queue during the entire modeling period.



Table 8-1: Calibration Targets for Acceptable Match

In addition to calibrating the selected MOEs, visually matching the conditions observed in the field will be an important part of the calibration (i.e., no specific statistical test/target). Therefore, a field inspection will be performed during modeling periods of 7:00 to 9:30 AM and 3:00 to 6:00 PM to note key operational observations. This field inspection is required per the CORSIM Modeling Guidelines; a summary of the inspection will be included in the calibration documentation. Below are the types of operational observations that will be looked for during the field inspection.

• Bottleneck locations and hotspots

• Queue backup on the freeway ramps

• Cycle failures at intersections

• Unusual or unique driver behavior and reasons

• Freeway exit ramp reaction points (e.g., where drivers line up for exits) – to the extent possible

• Driver weave and merging behaviors – to the extent possible

• Behavior at yield signs at intersections

• Queue spillback at intersections

• Lane usage

Based on the initial field visit performed on July 24 and known issues, below are some examples of the field conditions to be visually matched in the model. Additional ones will be identified as part of a broader field observation that includes the I-15 mainline as well.

Calibration MOE Description Target

Percent difference between input field volumes and CORSIM simulated volumes for all segments and intersection approaches

5% for 85% of the cases

GEH Statistic* for for all segments and intersection approaches GEH<5 for >85% of the cases

Difference between input field volumes and CORSIM simulated volumes for flows > 8,000 vph

Within 400 vph of field volumes for >85% of the cases

SpeedComparison between observed segment/sensor speed and CORSIM simulated segment/detector speed

z-test result "Do Not Reject" at key segments/locations

Queues Percent difference between observed queue lengths and CORSIM simulated queue lengths

20%

* M = Model volume

C = Field count

Traffic Volumes

For z-test application, guidance in the Level of Effort Required to Conduct Traffic Analysis Using Microsimulation will be followed.

vph = vehicles per hour.



• Queues on the northbound off-ramp at Tropicana Avenue: It should be noted that, the queue on the outside lane is already one of the selected calibration MOEs that requires conforming to required calibration targets. The model will be calibrated to visually reflect the queues on the middle and inner lane.

• Queue spillback from the northbound CD Road on-ramp; initial field observation identified queue spillback at this location.

• Weaving conditions on Tropicana Avenue between the southbound flyover ramp and Las Vegas Boulevard eastbound left turn.

• Weaving conditions from Russell Road on-ramp to I-15 mainline; initial field observation identified weaving issues at this segment.

• Queue spillback issues during the PM peak hour for the eastbound left-turn at the Tropicana interchange.

• Queue back up on the northbound on-ramp of the Tropicana Avenue Interchange due to the ramp meter; initial observation identified issues. FAST has indicated that the ramp meter should “flush” when this happens.

8.2. Number of Model Runs

The minimum number of required model runs will be calculated following the methodology described (statistical test) in the CORSIM Modeling Guidelines, which in turn is from the FHWA’s Guidance on the Level of Effort Required to Conduct Traffic Analysis Using Microsimulation. The methodology requires two calibration MOEs to be selected; volume and speed will be used for this statistical test. For volumes, the test will be conducted at select locations where multiple day data is available (minimum three days of data will be used). For speeds, data from the multiple travel time runs will be used at a few select locations. Initial number of model runs to determine the required number of runs will be 10. If the calculated number of runs is less than 10, then 10 runs will still be the minimum required number of runs.

8.3. Vehicle Entry Headway

The CORSIM Modeling Guidelines recommends normal distribution for networks with NETSIM dominance and Erlang distribution (with parameter “a” set to 1) for networks with FRESIM dominance. Both NETSIM and FRESIM have equal importance for the CORSIM model network for this Feasibility Study. Determining the appropriate distribution will be part of the calibration process. In other words, the distribution that the model best represents the prevailing conditions will be selected.

9.0. ANALYSIS RESULTS

Analysis results to evaluate traffic operations will be based on multiple MOEs. The following MOEs will be reported:

• Freeway/CD Road: Volume throughput, density, LOS, speed

• Arterial/intersection: Volume throughput, control delay, LOS, queue lengths



The following criteria/thresholds are proposed for defining successful operations:

• LOS D or better along freeway mainline and CD roads based on the HCM 2010 density thresholds11

• Freeway speeds at a minimum of 50 mph

• Volume throughputs within 5 percent of demand volumes

• Ramp operations that do not spillback onto the freeway or arterials

• Overall intersection LOS of D or better with no individual movement worse than LOS E at study intersections based on the HCM 2010 control delay thresholds; a minor unsignalized approach that accommodates few vehicles per hour (less than 20) may have LOS F

• Intersection queue lengths that do not exceed the available/provided storage

When addressing operations of freeway merge/diverge/weave areas, CORSIM’s “link statistics” will not be used, as the link statistics report densities averaged across all lanes. Densities will be extracted for each lane using the “link statistics by lane” and the results will be reported following the merge/diverge/weave methodology described in HCM 2010.

Intersection control delay and LOS will be reported from Synchro. Queue lengths at the intersection approaches will also be reported from Synchro; the proposed design should provide minimum turn-bay storage based on the queue lengths from Synchro.

Any proposed improvements for the on ramps will accommodate adequate ramp meter storage; required storage lengths and number of lanes will be based on the guidance provided in the NDOT’s Managed Lanes and Ramp Metering Manual (2013). Ramp queues will also be visually observed in CORSIM animation in TRAFVU to ensure there is no spillback onto the freeway or arterials.

Analysis results (i.e., the MOEs) will be reported for each time period within the peak period. Decisions will be based on the worst case results. It will, however, be confirmed that the worst case results are not from the last time period (dissipation of peak). The entire simulation output will be examined to confirm that the reported time periods are indeed representing the actual peak conditions when motorist-experienced measures are at their worst.

The final results will be reported based on the average of multiple runs. The required number of runs that were determined during the calibration process will be used. As noted, 10 model runs will be the minimum number of runs.

11 It is noted that determining LOS based on CORSIM output is not an accurate representation of the LOS defined by the HCM. CORSIM output is based on vehicle units (vpmpl) while HCS output is based on passenger car units (pcpmpl). The LOS based on CORSIM output can be expected to be in the range, and close to the perceived HCM LOS.



10.0. DELIVERABLES

The following deliverables will be provided per the scope of this Feasibility Study, and as required in the CORSIM Modeling Guidelines:

• Calibrated AM and PM CORSIM electronic files for year 2014 model (trf, csv, rns)

• AM and PM CORSIM electronic files for the Preferred Alternative model (trf ,csv, rns)

• CORSIM Calibration Memorandum

• Draft Traffic Study Report

• Final Traffic Study Report

The traffic reports will include the following information:

• Existing conditions analysis

• Data summary including summary of field inspection – all collected data will be submitted with the Traffic Report

• Traffic forecasts12

• Minimum Criteria for Review of CORSIM Models Checklist - provided in the CORSIM Modeling Guidelines

• Calibration approach and assumptions - a separate Calibration Memorandum will first be submitted

• CORSIM O-D tables

• Coded Input Data Checklist - provided in the CORSIM Modeling Guidelines

• CORSIM link-node diagram and lane schematics

• Multiple time period calculations

• HCM traffic analysis (Synchro and HCS) for the existing conditions and evaluated alternatives including the No-Action Alternative

• Summary tables and graphics for CORSIM results

• Synchro and HCS electronic files and results worksheets

• Acceptance letters for the CORSIM Methodology Memorandum and Traffic Forecasting memorandums

• Other relevant information (e.g., references to documents)

12 A separate Traffic Forecasting Memorandum will be submitted to NDOT for approval of the forecasts.


CORSIM Modeling Methodology

Attachment 1: Methodology Memorandum Content Checklist

Item Description Check

Project Description and Background Brief information about the project (purpose, general study area, etc.) �

Technical Guidance and StandardsTechnical guidance and standards to be followed along with their version (HCM, MUTCD, NDOT Access Management Standards, etc.)

�

Traffic Analysis Tools Software to be used along with their version (CORSIM, HCS, TRAFFIX, etc.) �

Study LimitsGeographic limits of the analysis. This is to be consistent with the NDOT CORSIM Modeling Guidelines. List all study intersections to be included.

�

Analysis Years Design, opening and interim years. �

Analysis Scenarios Existing, No-Action, Build - describe build alternatives to the extent possible. �

Analysis PeriodsModeling periods and multiple time periods description . The use of multiple time periods should conform to NDOT CORSIM Modeling Guidelines.

�

Existing Conditions Description of existing conditions and/or how existing analysis will be performed. �

Data Sources List of sources of data and relevant information. �

Traffic Operations Analysis Calculations/Assumptions

Signal timing/phasing, i.e., whether to use optimized timing or actual timing data, peak hour factors, etc.

�

Truck Percentages Truck percentage to use for existing and future scenarios and their calculation/estimation. �

Storage Length Calculation Method How the turn bay lengths will be calculated. �

Level of Service ThresholdLOS standard for each facility type. For intersections, document the details of the criteria (by movement, by approach, by overall intersection) and explain source or basis of the selected LOS standard.

�

Traffic Forecasts

General methodology for projecting traffic forecasts. Note that a separate Traffic Forecast Memorandum is needed for NDOT Traffic Information Division approval of the projected volumes per NDOT Traffic Forecasting Guidelines. Note if the Traffic Information Division approved the traffic forecasts.

�

CORSIM Coding and Analysis Assumptions

Documentation of support tools (if to be used) for intersection timing/optimization (such as Synchro, TRANSYT-7F, TEAPAC etc), pre-timed versus actuated control for signals, free-flow speeds (measured versus estimated/assumed). Coding items, such as O-Ds, conditional turning movements, handling weave/merge/diverge, and node numbering convention are to conform to the NDOT CORSIM Modeling Guidelines. HOV lanes, express lanes/managed lanes, and ramp meters are to be addressed.

�

Calibration ApproachCalibration approach is to follow the methodologies described in the NDOT CORSIM Modeling Guidelines.

�

Calibration MOEs, Locations, Targets Calibration MOEs, locations to be calibrated and targets for acceptable match. �

Selected MOEs for EvaluationList of MOEs for evaluation and alternatives analysis along with the selected threshold for successful operations. Clearly state if intersection/arterial MOEs will be reported from CORSIM output or from the signal timing tool used.

�

Additional item(s) Any unique item(s) that is appropriate to be discussed/approved by NDOT. �



Attachment 2: Hourly Fluctuation Charts from NDOT Counts

0

500

1,000

1,500

2,000

2,500

3,000

Station # 58: Tropicana, East of Dean Martin

Wednesday EB

Thursday EB

Wednesday WB

Thursday WB

0

200

400

600

800

1,000

1,200

1,400

1,600

00:0001:0002:0003:0004:0005:0006:0007:0008:0009:0010:0011:0012:0013:0014:0015:0016:0017:0018:0019:0020:0021:0022:0023:00

Station # 53: NB Off-Ramp

Tue

WEd

thr



0

200

400

600

800

1,000

1,200

00:0001:0002:0003:0004:0005:0006:0007:0008:0009:0010:0011:0012:0013:0014:0015:0016:0017:0018:0019:0020:0021:0022:0023:00

Station # 60: SB On-Ramp

Tue

Wed

Thr

0

200

400

600

800

1,000

1,200

1,400

1,600

00:0001:0002:0003:0004:0005:0006:0007:0008:0009:0010:0011:0012:0013:0014:0015:0016:0017:0018:0019:0020:0021:0022:0023:00

Station # 923: SB Flyover Ramp

Wed

Thr



0

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

00:0001:0002:0003:0004:0005:0006:0007:0008:0009:0010:0011:0012:0013:0014:0015:0016:0017:0018:0019:0020:0021:0022:0023:00

Station # 55: NB On-Ramp

Tue

Wed

Thr

0

500

1,000

1,500

2,000

2,500

3,000

3,500

00:0001:0002:0003:0004:0005:0006:0007:0008:0009:0010:0011:0012:0013:0014:0015:0016:0017:0018:0019:0020:0021:0022:0023:00

Station # 54: Tropicana, East of NB Ramps

Tue WB

Wed WB

Tue EB

Wed EB

Note: EB volumes are lower because the count station is located prior to the flyover on-ramp.



Attachment 2: Intersection Lane Geometry and Traffic Control Exhibit

(218 ft)

(175 ft)

(148 ft)

(230 ft)

(170 ft)

(217 ft)

McD

onalds D

rivew

ay

Jack in the B

ox/ W

ild W

ild W

est

Drivew

ay

(182 ft)

(358 ft)

(450 ft)

(183 ft)

(320 ft)

(646 ft)

(874 ft)

(427 ft)

Tropicana Avenue

Frank Sinatra/ I-15 Northbound

S V

alley V

iew

B

lvd

Procyon A

venue

Polaris A

venue

Dean M

artin D

rive

I-15 S

outhbound

I-15 N

orthbound

New

Y

ork - N

ew

Y

ork/

Excalibur D

rivew

ay

Las V

egas B

lvd

(697 ft)

(426 ft)

(265 ft)

(210 ft)

(290 ft)

EXISTING LANE CONFIGURATION

(154 ft)

(303 ft)

(233 ft)

(250 ft)

(584 ft)

(688 ft)

(273 ft)

C+Y

C+Y

C+Y

C+Y

C+F

Stop-Controlled

Intersection

Signalized

Intersection

C+Y Channelized

Right Turn (Yield)

C+F Channelized

Right Turn (Free)



Attachment 3: Lane Schematic/Link-Node Diagram of the I-15 Corridor

From Russell

To Frank Sinatra

To Tropicana

From Tropicana

To Tropicana

From Tropicana

From Flamingo

To Flamingo

I-15 Southbound

I-15 Northbound

3

2

1

4

5

2

1

2

1

3

2

1

4

5

3

2

1

4

5

3

2

1

4

5

2994 ft 2910 ft 1500 ft 2010 ft 2420 ft 630 ft

1700 ft

750 ft

To Russell

890 ft

2761 ft 2707 ft 1500 ft 1322 ft 2300 ft 940 ft

770 ft

1500 ft

528 ft

2040 ft

600 ft

1

9

9

9

1305

1310

319

316

313

310

307

304301

122

116110

107104

1107

3

4

5

2

1

3

4

5

2

1

3

4

5

2

1

3

4

5

2

1

3

4

5

2

1

9

99

10

9

9

6

2

1

2

1

2

1

119

1307

790 ft

1313

113

101

1200 ft

1110

1101

530 ft

1113

1104



Attachment 4: Volume Exhibits (I-15 Corridor and Intersections)

92 51 11 259 37 676

21 15 12 680 0 9 0 9 693 0 4 0 0 684 0 25 1 34 687 0 11 0 21 701 0 29 60 88 905 0

SBR SBT SBL WBR 30 SBR SBT SBL WBR 23 SBR SBT SBL WBR 1 SBR SBT SBL WBR 26 SBR SBT SBL WBR 23 SBR SBT SBL WBR 114

604 WBT 528 WBT 667 WBT 678 WBT 650 WBT 673 WBT 656

WBL 122 WBL 3 WBL 5 WBL 11 WBL 5 WBL 135

34 EBL 28 EBL 0 EBL 21 EBL 7 EBL 24 EBL

532 EBT 631 EBT 629 EBT 615 EBT 649 EBT 626 EBT

104 EBR NBL NBT NBR 6 EBR NBL NBT NBR 22 EBR NBL NBT NBR 7 EBR NBL NBT NBR 17 EBR NBL NBT NBR 29 EBR NBL NBT NBR

55 28 121 665 4 0 11 651 11 0 14 643 9 4 24 673 3 0 9 679 16 64 32

241 0 9 0 27 0 19 0 22 0 224

102 60 7 95 20 321

27 16 9 604 0 7 0 4 619 0 1 0 0 612 0 17 3 31 644 0 9 0 5 655 0 25 84 126 874 0







64 34 150 856 3 0 3 823 11 0 9 796 17 3 17 786 4 0 3 774 36 116 64

271 0 5 0 34 0 35 0 24 0 239

104 50 8 132 18 323

30 10 22 632 0 5 0 8 645 0 2 0 0 647 0 29 5 32 686 0 8 0 4 692 0 25 67 113 911 0


611 WBT 499 632 WBT 625 645 WBT 640 647 WBT 601 686 WBT 675 692 WBT 625





82 33 135 836 2 0 10 812 3 0 16 801 17 4 23 788 3 0 3 773 42 96 53

243 0 12 0 26 0 30 0 21 0 187

TROPICANA 07:00-07:30

48

670

893

850

18 4 60 32

680 693 684 687 701 905

177

665 651 643 673

Tropicana and Valley View

Boulevard Tropicana and Procyon Avenue

Tropicana and McDonalds

DrivewayTropicana and Polaris Avenue

Tropicana and Jack in the

Box/Wild Wild West Driveway

Tropicana and Dean Martin

Drive

679

52 11 1 51 14 235

204 15 25 37 12 112









Drive

874604 619

856 823 796 786 774

612 644 655

62 13 2 66 12 205

248 6 20 37 7 216









Drive

911

836 812 801 788 773

632 645 647 686 692

250 12 19 44 6 191

0 1613 0 569 1687 1217

581 0 0 449 0 0 0 0 646 0 0 0 0 646 0 54 0 0 633 0 127 167 172 572 572 0 164 0 11 11


WBT 324 WBT 312 WBT 646 WBT 592 WBT 384 0 WBT 0



597 EBT 354 EBT 564 EBT 1411 EBT 957 EBT 1273 0 EBT 0


746 0 0 0 597 137 0 210 564 0 0 970 1534 0 0 15 1426 122 252 144 0 157 0

0 274 0 0 0 0 0 73 0 458 170

0 736 0 269 775 554

557 0 0 499 0 0 0 0 739 0 0 0 0 739 0 60 0 0 781 0 126 165 168 821 821 0 133 0 21 21





713 EBT 404 EBT 690 EBT 1464 EBT 1024 EBT 1346 0 EBT


884 0 0 0 713 186 1 286 690 0 0 1099 1789 0 0 29 1493 125 345 154 0 298 0

0 353 0 0 0 0 0 158 0 495 144

0 809 0 296 747 554

496 0 0 628 0 0 0 0 919 0 0 0 0 919 0 131 0 0 924 0 150 209 160 946 946 0 156 0 23 23







878 0 0 0 673 229 1 258 643 0 0 1112 1755 0 0 41 1473 105 313 141 0 309 0

0 418 0 0 0 0 0 163 0 527 171

164

449 646 646

581 0 0 54 466

Frank Sinatra and I-15

Northbound

Tropicana and New York New

York Driveway

Tropicana and Las Vegas

Boulevard

633 0 0

Tropicana and I-15 Southbound

131746 597 564 1534 1426

Tropicana and I-15 NorthboundTropicana and I-15 Southbound

off-ramp flyover

157

557 0 0 60 459 133

0 347 970

0

Tropicana and I-15 Southbound Tropicana and I-15 NorthboundTropicana and I-15 Southbound

off-ramp flyover

499 739 739 781 0


York Driveway


Boulevard

1789 1493


Northbound

246884 713 690

298

496 0 0 131 519 156

0 473 1099

0


off-ramp flyover

628 919 919 924 0


York Driveway


Boulevard

1755 1473


Northbound

878 673 643 237

3090 488 1112




41 559

29 624

15 518

114 65 4 125 21 306

25 21 14 699 0 10 0 8 705 0 2 0 0 704 0 40 1 39 752 0 12 0 7 754 0 33 82 101 949 0







77 44 129 878 4 0 13 848 8 0 24 851 6 7 31 869 2 0 5 860 36 104 67

225 0 6 0 26 0 29 0 16 0 229

74 47 1 99 16 255

27 13 6 613 0 15 0 7 608 0 2 1 1 605 0 31 6 28 646 0 7 0 5 657 0 27 72 122 795 0







82 30 137 834 6 0 4 807 5 0 14 801 10 3 16 802 2 0 7 799 39 94 80

210 0 7 0 25 0 35 0 19 0 195

60 18 2 80 19 216









Drive

949

901 878 848 851 869 860

699 705 704 752 754

46 22 4 65 12 221

250 17 32 44 7 207









Drive

795

832 834 807 801 802 799

613 608 605 646 657

249 10 19 29 9 213

0 804 0 194 764 692

452 0 0 734 0 0 0 0 965 0 0 0 0 965 0 82 0 0 989 0 171 256 165 965 965 0 150 0 28 28







943 0 0 0 766 227 1 288 709 0 0 872 1581 0 0 19 1435 154 295 133 0 396 0

0 414 0 0 0 0 0 77 0 546 165

0 734 0 180 481 513

463 0 0 584 0 0 0 0 735 0 0 0 0 735 0 99 0 0 749 0 158 231 135 683 683 0 123 0 21 21







921 0 0 0 770 204 1 213 605 0 0 894 1499 0 0 33 1396 104 267 143 0 289 0

0 403 0 0 0 0 0 69 0 504 135

452 0 0 82 592 150

0


off-ramp flyover

734 965 965 989 0


York Driveway


Boulevard

1581


Northbound

943 766 709 283

396

463 0 0 99 524 123

0 516 872

0


off-ramp flyover

584 735 735 749 0


York Driveway


Boulevard

1499921 770

289

215

0 418 894


Northbound



605 1396

33 514

19 582

1435

130 46 5 77 23 380

72 33 25 848 0 23 1 13 829 0 5 0 0 828 0 55 7 62 809 0 17 0 3 806 0 54 200 199 996 0







143 61 214 927 7 0 11 891 4 0 11 887 18 3 16 888 6 0 6 870 47 126 109

196 0 26 0 18 0 64 0 24 0 345

158 27 3 83 16 378

68 41 31 935 0 18 0 5 933 0 2 0 0 931 0 74 6 66 890 0 19 0 8 888 0 70 168 217 1101 0







178 69 226 1002 4 0 12 981 4 0 11 970 24 3 14 995 2 0 5 984 41 111 108

274 0 31 0 23 0 38 0 27 0 348

141 38 5 88 21 376

88 44 28 962 0 16 0 3 959 0 3 0 0 957 0 66 9 45 940 0 8 0 8 949 0 77 170 202 1096 0







115 76 226 1015 0 0 15 989 3 0 13 982 17 4 16 992 3 1 5 988 56 139 137

305 0 19 0 19 0 42 0 17 0 327




417 15 16 37 9 332

911 1015 989 982 992 988






Box/Wild Wild West DrivewayTropicana and Dean Martin Drive

962 959 957 940 949 1096

160 19 3 120 16 449

473 16 15 41 7 260

936 1002 981 970 995 984







935 933 931 890 888

140 23 2 146 27 455

418 18 15 37 12

797 927 891 887 888 870







848 829 828 809 806 996

453130 37 5 124 20

282

1101

0 1054 0 157 755 630

342 0 0 922 0 0 0 0 1346 0 0 0 0 1346 0 145 0 0 1301 0 289 385 292 1091 1091 0 326 0 41 41





691 EBT 226 EBT 554 EBT 887 EBT 601 EBT 1197 0 EBT 0


1070 0 0 0 691 165 0 328 554 0 0 447 1001 0 0 37 924 221 451 304 0 472 0

0 647 0 0 0 0 0 57 0 704 361

0 1015 0 188 949 690

443 0 0 926 0 0 0 0 1359 0 0 0 0 1359 0 98 0 0 1375 0 320 411 284 1092 1092 0 243 0 43 43





873 EBT 460 EBT 847 EBT 1331 EBT 925 EBT 1480 0 EBT


1186 0 0 0 873 168 1 387 847 0 0 659 1506 0 0 23 1354 258 575 271 0 481 0

0 581 0 0 0 0 0 101 0 761 271

0 1137 0 271 806 598

482 0 0 936 0 0 0 0 1414 0 0 0 0 1414 0 267 0 0 1289 0 357 450 304 990 990 0 335 0 40 40







1213 0 0 0 854 149 0 410 754 0 0 607 1361 0 0 40 1122 242 508 300 0 414 0

0 681 0 0 0 0 0 150 0 825 37940 1050 414559 607

1213 854 754

1289 0 0


off-ramp flyover


York Driveway


Boulevard


Northbound

1361 1122 188

936 1414 1414

23 1104 481

482 0 0 267 1111 335

556 659

1186 873 847

0 0


off-ramp flyover


York Driveway


Boulevard


Northbound

1506 1354 194

0

926 1359 1359

37 976 472

443 0 0 98 1015 243

1375

493 447

1070 691 554

0


off-ramp flyover


York Driveway


Boulevard


Northbound

1001 924 152

326

922 1346 1346 1301 0

342 0 0 145 966




0

0

0

154 35 3 71 17 366

104 38 24 901 0 11 0 5 901 0 2 0 0 904 0 75 6 61 854 0 22 0 4 843 0 72 171 222 997 0







148 76 184 959 5 1 10 942 1 0 4 941 16 5 9 967 4 0 3 962 56 110 112

215 0 14 0 8 0 25 0 10 0 307

136 40 1 74 26 366

120 51 22 983 0 28 0 10 965 0 4 0 0 965 0 93 15 80 909 0 13 0 9 913 0 86 247 230 1023 0







144 77 210 984 6 0 6 961 2 0 7 958 13 4 15 1004 4 0 3 998 50 142 113

187 0 15 0 15 0 44 0 13 0 373

102 29 33 48 25 413

93 38 23 956 0 15 0 10 945 0 2 0 0 942 0 63 11 85 902 0 10 0 16 909 0 70 185 224 1133 0







101 59 154 921 10 0 13 913 6 0 5 838 22 2 20 903 6 0 1 901 48 122 77

138 0 16 0 52 0 50 0 17 0 340

838 984 961

166 16 2 142 26 465







901 901 904 854 843 997

869 959 942 941 967 962

193 38 4 188 22 563

408 16 5 30 7 278







983 965 965 909 913 1023

958 1004 998

154

956


Boulevard

159

902

Tropicana and Polaris Avenue

838814

314

25

945

Tropicana and Procyon Avenue

921

23

2

942


Driveway

913

11 44

26

431 12

909



903

7

479

1133

Tropicana and Dean Martin Drive

901

247




9 32 7 305

0 1221 0 266 872 654

424 0 0 865 0 0 0 0 1495 0 0 0 0 1495 0 340 0 0 1293 0 376 409 314 981 981 0 391 0 43 43







1186 0 0 0 860 149 1 397 816 0 0 685 1501 0 0 43 1323 242 504 266 0 481 0

0 618 0 0 0 0 0 93 0 783 423

0 1090 0 207 782 550

352 0 0 1045 0 0 0 0 1497 0 0 0 0 1497 0 212 0 0 1408 0 342 498 273 1035 1035 0 560 0 36 36







1237 0 0 0 908 172 1 290 733 0 0 542 1275 0 0 62 1185 295 495 253 0 402 0

0 703 0 0 0 0 0 68 0 828 580

0 769 0 249 1001 495

364 0 0 1109 0 0 0 0 1329 0 0 0 0 1329 0 239 0 0 1189 0 322 437 253 929 929 0 420 0 27 27







1098 0 0 0 851 155 0 350 807 0 0 630 1437 0 0 34 1255 253 658 239 0 297 0

0 587 0 0 0 0 0 66 0 796 454

1012

0


Boulevard

1255807

364

1109


1098

62 10430 463 542

1150

420

0


Northbound

205

297

0

1329


off-ramp flyover

630

239

1189


York Driveway

1437

340

0

1329

Tropicana and I-15 Northbound

851

505

1237 908 733

402

1408 0 0


off-ramp flyover


York Driveway


Boulevard


Northbound

1275 1185 132

1045 1497 1497

43 1012 481

352 0 0 212 1113 560

547 685

1186 860 816

1293 0 0


off-ramp flyover


York Driveway


Boulevard


Northbound

1501 1323 162

865 1495 1495

424 0 0 340 1099 391




0

From Russell

To Frank Sinatra

To Tropicana

From Tropicana

To Tropicana

From Tropicana

From Flamingo

To Flamingo

I-15 Southbound

I-15 Northbound

To Russell



Attachment 5: FRESIM O-D Tables

Name

Node

Volume

Name Node # VolumeVolume Vol %

New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 101 (2) 3136 220 7.0% 2916 376 12.0% 2540 2540 81.0% 0 3136 100.00% 0

CD On-ramp 110 883 9 1.0% 874 874 99.0% 0 883 100.00% 0

Tropicana On-ramp 116 577 0 0.0% 577 577 100.0% 0 577 100.00% 0

check 220 385 3991

Differences 0 3 -3

Percentage difference 0% 1% 0%

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 101 (2) 3995 280 7.0% 3715 519 13.0% 3196 3196 80.0% 0 3995 100.00% 0

CD On-ramp 110 722 7 1.0% 715 715 99.0% 0 722 100.00% 0


check 280 527 4646

Differences -2 7 -4

Percentage difference -1% 1% 0%

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 101 (2) 3306 298 9.0% 3008 529 16.0% 2480 2480 75.0% 0 3306 100.00% 0

CD On-ramp 110 670 20 3.0% 650 650 97.0% 0 670 100.00% 0


check 298 549 3937

Differences -13 5 7


Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 101 (2) 3491 384 11.0% 3107 559 16.0% 2548 2548 73.0% 0 3491 100.00% 0

CD On-ramp 110 643 19 3.0% 624 624 97.0% 0 643 100.00% 0


check 384 578 3975

Differences 10 -3 -7

Percentage difference 3% -1% 0%

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 101 (2) 2816 282 10.0% 2534 479 17.0% 2056 2056 73.0% 0 2816 100.00% 0

CD On-ramp 110 758 23 3.0% 735 735 97.0% 0 758 100.00% 0


check 282 501 3524

Differences -10 7 2


292 494 3522Entry Location

Exit Location

CD off-ramp Flamingo Off-ramp North end of Freeway

3930

104 119 122

104 119

374 581

122

Entry Location

Exit Location


3982

122

311 544

282 520 4650

Entry Location

Exit Location


104 119

382 3994

Entry Location

Exit Location


104 119 122

ORIGIN-DESTINATION MATRIX: NORTH BOUND I-15 - AM

Entry Location

Exit Location


104 119 122

220

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check

CD Enter 1101 892 633 71.0% 259 259 29.0% 0 892 100.00% 0

CD Off-ramp 1104 220 0 0.0% 220 220 100.0% 0 220 100.00% 0

Russell On-ramp 1110 250 250 100.0% 0 0 0.0% 0 250 100.00% 0

check 883 479

Differences 0 3

Percentage difference 0% 1%

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check

CD Enter 1101 853 418 49.0% 435 435 51.0% 0 853 100.00% 0

CD Off-ramp 1104 282 0 0.0% 282 282 100.0% 0 282 100.00% 0

Russell On-ramp 1110 306 306 100.0% 0 0 0.0% 0 306 100.00% 0

check 724 717

Differences 2 -2


Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check

CD Enter 1101 764 351 46.0% 413 413 54.0% 0 764 100.00% 0

CD Off-ramp 1104 311 0 0.0% 311 311 100.0% 0 311 100.00% 0

Russell On-ramp 1110 321 321 100.0% 0 0 0.0% 0 321 100.00% 0

check 672 724

Differences 2 -1


Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check

CD Enter 1101 738 317 43.0% 421 421 57.0% 0 738 100.00% 0

CD Off-ramp 1104 374 0 0.0% 374 374 100.0% 0 374 100.00% 0

Russell On-ramp 1110 327 327 100.0% 0 0 0.0% 0 327 100.00% 0

check 644 795

Differences 1 -1


Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check

CD Enter 1101 791 451 57.0% 340 340 43.0% 0 791 100.00% 0

CD Off-ramp 1104 292 0 0.0% 292 292 100.0% 0 292 100.00% 0

Russell On-ramp 1110 308 308 100.0% 0 0 0.0% 0 308 100.00% 0

check 759 632

Differences 1 -1


758 633Entry Location

Exit Location

CD on-ramp Tropicana/F Sinatra off-ramp

1113 1115

1113 1115


Exit Location



Exit Location


1113 1115

Entry Location

Exit Location


1113 1115

722 719

ORIGIN-DESTINATION MATRIX: NORTH BOUND CD - AM

Entry Location

Exit Location


1113 1115

883 476

Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 301 3845 1538 40.0% 2307 692 18.0% 1615 1615 42.0% 0 3845 100.00% 0

Flamingo On-ramp 304 259 0 0.0% 259 145 56.0% 114 114 44.0% 0 259 100.00% 0

check 1538 837 1729

Differences -13 -3 15


Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 301 4059 1664 41.0% 2395 812 20.0% 1583 1583 39.0% 0 4059 100.00% 0

Flamingo On-ramp 304 299 0 0.0% 299 138 46.0% 161 161 54.0% 0 299 100.00% 0

check 1664 949 1744

Differences 8 1 -11

Percentage difference 0% 0% -1%

Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 301 3530 1589 45.0% 1942 530 15.0% 1412 1412 40.0% 0 3530 100.00% 0

Flamingo On-ramp 304 311 0 0.0% 311 40 13.0% 271 271 87.0% 0 311 100.00% 0

check 1589 570 1683

Differences -20 8 12


Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 301 3672 1322 36.0% 2350 771 21.0% 1579 1579 43.0% 0 3672 100.00% 0

Flamingo On-ramp 304 322 0 0.0% 322 213 66.0% 109 109 34.0% 0 322 100.00% 0

check 1322 984 1688

Differences -2 -1 2


Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 301 3340 1369 41.0% 1971 468 14.0% 1503 1503 45.0% 0 3340 100.00% 0

Flamingo On-ramp 304 356 0 0.0% 356 242 68.0% 114 114 32.0% 0 356 100.00% 0

check 1369 710 1617

Differences 12 2 -13


Entry Location

Tropicana Off-ramp CD Off-ramp South end of Freeway

307 313 319

1551 840 1714

Entry Location


307 313 319

1656 1755948

Entry Location


307 313 319

1608

Entry Location


307 313

1324

1630

562 1671

319

985 1686

ORIGIN-DESTINATION MATRIX: SOUTH BOUND I-15 - AM

Entry Location


307 313 319

1357 708

Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check


CD Off-ramp 1305 840 571 68.0% 269 269 32.0% 0 840 100.00% 0

check 571 543

Differences -1 1


Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check


CD Off-ramp 1305 948 616 65.0% 332 332 35.0% 0 948 100.00% 0

check 616 685

Differences 0 1


Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check


CD Off-ramp 1305 562 478 85.0% 84 84 15.0% 0 562 100.00% 0

check 478 502

Differences 3 -3

Percentage difference 1% -1%

Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check


CD Off-ramp 1305 985 512 52.0% 473 473 48.0% 0 985 100.00% 0

check 512 887

Differences -3 3

Percentage difference -1% 0%

Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check


CD Off-ramp 1305 708 439 62.0% 269 269 38.0% 0 708 100.00% 0

check 439 672

Differences 2 -2


572 542


Russell off-ramp CD Road to I-215

1310 1313

Entry Location


1310 1313

Entry Location


1310 1313

475


1310 1313

515 884

ORIGIN-DESTINATION MATRIX: SOUTH BOUND CD - AM

Entry Location


1310 1313

437 674

505

Entry Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 101 (2) 3047 244 8.0% 2803 548 18.0% 2255 2255 74.0% 0 3047 100.00% 0

CD On-ramp 110 823 25 3.0% 798 798 97.0% 0 823 100.00% 0


check 244 573 4107

Differences -4 1 2


Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 101 (2) 3179 254 8.0% 2925 604 19.0% 2321 2321 73.0% 0 3179 100.00% 0

CD On-ramp 110 851 34 4.0% 817 817 96.0% 0 851 100.00% 0


check 254 638 4152

Differences 8 -1 -7


Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 101 (2) 2883 259 9.0% 2624 548 19.0% 2076 2076 72.0% 0 2883 100.00% 0

CD On-ramp 110 983 39 4.0% 944 944 96.0% 0 983 100.00% 0


check 259 587 4156

Differences -3 3 -1


Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 101 (2) 2829 255 9.0% 2574 594 21.0% 1980 1980 70.0% 0 2829 100.00% 0

CD On-ramp 110 946 19 2.0% 927 927 98.0% 0 946 100.00% 0


check 255 613 4127

Differences 2 3 -4


Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 101 (2) 2877 230 8.0% 2647 547 19.0% 2100 2100 73.0% 0 2877 100.00% 0

CD On-ramp 110 939 19 2.0% 920 920 98.0% 0 939 100.00% 0


check 230 565 4109

Differences -3 -1 3


Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 101 (2) 2554 230 9.0% 2324 536 21.0% 1788 1788 70.0% 0 2554 100.00% 0

CD On-ramp 110 811 41 5.0% 770 770 95.0% 0 811 100.00% 0


check 230 577 3351

Differences 5 2 -7


122

233

Entry Location


104 119

225 575 3358

104 119 122

566 4106

Exit Location

253

CD off-ramp

4131610

Flamingo Off-ramp North end of Freeway

104 119

Entry Location

CD off-ramp

Entry Location


Exit Location

Exit Location

Exit Location

Entry Location

Flamingo Off-ramp North end of Freeway

122

104 119 122

584 4157262

Exit Location

104 119 122

246 639 4159

North end of Freeway

Entry Location


122

ORIGIN-DESTINATION MATRIX: NORTH BOUND I-15 - PM

Exit Location

248 572 4105

104 119

Entry Location

CD off-ramp Flamingo Off-ramp

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check

CD Enter 1101 728 328 45.0% 400 400 55.0% 0 728 100.00% 0

CD Off-ramp 1104 248 0 0.0% 248 248 100.0% 0 248 100.00% 0

Russell On-ramp 1110 493 493 100.0% 0 0 0.0% 0 493 100.00% 0

check 821 648

Differences -2 3


Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check

CD Enter 1101 883 380 43.0% 503 503 57.0% 0 883 100.00% 0

CD Off-ramp 1104 246 0 0.0% 246 246 100.0% 0 246 100.00% 0

Russell On-ramp 1110 471 471 100.0% 0 0 0.0% 0 471 100.00% 0

check 851 749

Differences 0 -1


Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check

CD Enter 1101 983 501 51.0% 482 482 49.0% 0 983 100.00% 0

CD Off-ramp 1104 262 0 0.0% 262 262 100.0% 0 262 100.00% 0

Russell On-ramp 1110 485 485 100.0% 0 0 0.0% 0 485 100.00% 0

check 986 744

Differences 3 -3


Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check

CD Enter 1101 952 495 52.0% 457 457 48.0% 0 952 100.00% 0

CD Off-ramp 1104 253 0 0.0% 253 253 100.0% 0 253 100.00% 0

Russell On-ramp 1110 450 450 100.0% 0 0 0.0% 0 450 100.00% 0

check 945 710

Differences -1 1


Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check

CD Enter 1101 769 408 53.0% 361 361 47.0% 0 769 100.00% 0

CD Off-ramp 1104 233 0 0.0% 233 233 100.0% 0 233 100.00% 0

Russell On-ramp 1110 532 532 100.0% 0 0 0.0% 0 532 100.00% 0

check 940 594

Differences 1 -1


Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check

CD Enter 1101 909 427 47.0% 482 482 53.0% 0 909 100.00% 0

CD Off-ramp 1104 225 0 0.0% 225 225 100.0% 0 225 100.00% 0

Russell On-ramp 1110 386 386 100.0% 0 0 0.0% 0 386 100.00% 0

check 813 707

Differences 2 -3


Entry Location


1113 1115

811 710

Exit Location

Entry Location


1113 1115

939 595

Exit Location

Entry Location


1113 1115

946 709

Exit Location

Entry Location


1113 1115

983 747

Exit Location

Entry Location


1113 1115

851 750

Exit Location

ORIGIN-DESTINATION MATRIX: NORTH BOUND CD - PM

645Entry Location


1113 1115

823

Exit Location

Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 301 3822 764 20.0% 3058 764 20.0% 2293 2293 60.0% 0 3822 100.00% 0

Flamingo On-ramp 304 512 0 0.0% 512 61 12.0% 451 451 88.0% 0 512 100.00% 0

check 764 826 2744



Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 301 3956 1108 28.0% 2848 752 19.0% 2097 2097 53.0% 0 3956 100.00% 0

Flamingo On-ramp 304 494 0 0.0% 494 49 10.0% 445 445 90.0% 0 494 100.00% 0

check 1108 801 2541



Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 301 3975 1073 27.0% 2902 676 17.0% 2226 2226 56.0% 0 3975 100.00% 0

Flamingo On-ramp 304 531 0 0.0% 531 53 10.0% 478 478 90.0% 0 531 100.00% 0

check 1073 729 2704



Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 301 4059 1096 27.0% 2963 649 16.0% 2314 2314 57.0% 0 4059 100.00% 0

Flamingo On-ramp 304 517 0 0.0% 517 26 5.0% 491 491 95.0% 0 517 100.00% 0

check 1096 675 2805

Differences -13 7 6


Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 301 4305 904 21.0% 3401 732 17.0% 2669 2669 62.0% 0 4305 100.00% 0

Flamingo On-ramp 304 597 0 0.0% 597 96 16.0% 501 501 84.0% 0 597 100.00% 0

check 904 827 3171



Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

VolumeVolume Vol %

New

Volume check

I-15 Enter 301 4116 988 24.0% 3128 617 15.0% 2511 2511 61.0% 0 4116 100.00% 0

Flamingo On-ramp 304 556 0 0.0% 556 106 19.0% 450 450 81.0% 0 556 100.00% 0

check 988 723 2961

Differences -6 3 3


2721

2556

Entry Location


307 313 319

789 824

2694

Entry Location


307 313 319

1102 791

2799

Entry Location


307 313 319

1089 722

3183

Entry Location


307 313 319

1109 668

2958

Entry Location


307 313 319

894 825

ORIGIN-DESTINATION MATRIX:SOUTH BOUND I-15 - PM

Entry Location


307 313 319

994 720

Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check


CD Off-ramp 1305 824 428 52.0% 396 396 48.0% 0 824 100.00% 0

check 428 1043

Differences 3 -3


Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check


CD Off-ramp 1305 791 451 57.0% 340 340 43.0% 0 791 100.00% 0

check 451 921

Differences 2 -2


Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check


CD Off-ramp 1305 722 426 59.0% 296 296 41.0% 0 722 100.00% 0

check 426 977

Differences -1 1


Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check


CD Off-ramp 1305 668 401 60.0% 267 267 40.0% 0 668 100.00% 0

check 401 885

Differences -2 2

Percentage difference -1% 0%

Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check


CD Off-ramp 1305 825 429 52.0% 396 396 48.0% 0 825 100.00% 0

check 429 1099

Differences 2 -3


Exit Location

Name

Node

Volume


New

VolumeVolume Vol %

New

Volume check


CD Off-ramp 1305 720 410 57.0% 310 310 43.0% 0 720 100.00% 0

check 410 917

Differences 1 -1


Entry Location


1310 1313

425 1046

Entry Location


1310 1313

449 923

403 883

Entry Location


1310 1313

427 976

CD Road to I-215

1310 1313

427 1102

Entry Location


1310 1313

ORIGIN-DESTINATION MATRIX: SOUTH BOUND CD - PM

Entry Location


1310 1313

409 918

Entry Location

Russell off-ramp



Attachment 6: Travel Time Data

Calibration MOE Data ‐ Field Travel Time Runs ‐ Eastbound

Node

#

Length (ft) Node Travel Time

(sec)

# of Stops Avg Speed

(mph)

Delay (sec) Node

#

Length (ft) Node Travel Time (sec) # of Stops Avg Speed

(mph)

Delay (sec)

1 0 Valley View 1 0 Valley View

2 632 Procyon 15 0 28.73 5.42 2 632 Procyon 14 0 30.78 4.42

3 626 Polaris 24 1 17.78 14.52 3 626 Polaris 17 0 25.11 7.52

4 758 Dean Martin 22 0 23.49 7.23 4 758 Dean Martin 22 0 23.49 7.23

5 445 I‐15 SB 11 0 27.58 2.33 5 445 I‐15 SB 9 0 33.71 0.33

6 448 I‐15 NB 7 0 43.64 ‐1.73 6 448 I‐15 NB 7 0 43.64 ‐1.73

7 2086 Las Vegas Blvd. 47 1 30.26 6.36 7 2086 Las Vegas Blvd. 62 2 22.94 21.36

Node

#


(sec)


(mph)

Delay (sec) Node

#

Length (ft) Node

Travel Time (sec)


(mph)

Delay (sec)


2 632 Procyon 10 0 43.09 0.42 2 632 Procyon 16 0 26.93 6.42

3 626 Polaris 11 0 38.80 1.52 3 626 Polaris 26 0 16.42 16.52


5 445 I‐15 SB 17 0 17.85 8.33 5 445 I‐15 SB 10 0 30.34 1.33

6 448 I‐15 NB 9 0 33.94 0.27 6 448 I‐15 NB 6 0 50.91 ‐2.73


Node

#


(sec)


(mph)

Delay (sec) Node

#

Length (ft) Node

Travel Time (sec)


(mph)

Delay (sec)


2 632 Procyon 12 0 35.91 2.42 2 632 Procyon 12 0 35.91 2.42

3 626 Polaris 10 0 42.68 0.52 3 626 Polaris 13 0 32.83 3.52


5 445 I‐15 SB 11 0 27.58 2.33 5 445 I‐15 SB 11 0 27.58 2.33

6 448 I‐15 NB 7 0 43.64 ‐1.73 6 448 I‐15 NB 6 0 50.91 ‐2.73


Node

#


(sec)


(mph)

Delay (sec) Node

#

Length (ft) Node

Travel Time (sec)


(mph)

Delay (sec)


2 632 Procyon 14 0 30.78 4.42 2 632 Procyon 12 0 35.91 2.42

3 626 Polaris 23 1 18.56 13.52 3 626 Polaris 11 0 38.80 1.52

4 758 Dean Martin 21 0 24.61 6.23 4 758 Dean Martin 13 0 39.76 ‐1.77

5 445 I‐15 SB 15 0 20.23 6.33 5 445 I‐15 SB 8 0 37.93 ‐0.67

6 448 I‐15 NB 8 0 38.18 ‐0.73 6 448 I‐15 NB 7 0 43.64 ‐1.73


Node

#


(sec)


(mph)

Delay (sec) Node

#

Length (ft) Node

Travel Time (sec)


(mph)

Delay (sec)


2 632 Procyon 15 0 28.73 5.42 2 632 Procyon 12 0 35.91 2.42

3 626 Polaris 22 1 19.40 12.52 3 626 Polaris 13 0 32.83 3.52


5 445 I‐15 SB 14 0 21.67 5.33 5 445 I‐15 SB 13 0 23.34 4.33

6 448 I‐15 NB 7 0 43.64 ‐1.73 6 448 I‐15 NB 7 0 43.64 ‐1.73


Node

#


(sec)


(mph)

Delay (sec) Node

#

Length (ft) Node

Travel Time (sec)


(mph)

Delay (sec)


2 632 Procyon 16 0 26.93 6.42 2 632 Procyon 12 0 35.91 2.42

3 626 Polaris 34 2 12.55 24.52 3 626 Polaris 11 0 38.80 1.52


5 445 I‐15 SB 9 0 33.71 0.33 5 445 I‐15 SB 9 0 33.71 0.33

6 448 I‐15 NB 6 0 50.91 ‐2.73 6 448 I‐15 NB 5 0 61.09 ‐3.73

7 2086 Las Vegas Blvd. 35 0 40.64 ‐5.64 7 2086 Las Vegas Blvd. 48 1 29.63 7.36

August 19, 2014

2nd

Round

Total 3737

1st

Round

Total

1st

Round

1st

Round

1 29.29Total 3737 87 3737

04:00 ‐ 04:30 PM

August 19, 2014

6.2012987Total 3737 79

Total

1st

Round

3737 94 1

1

25.74

3737 79

27.11

32.25

3rd

Round

Total

2nd

Round

Total 3737 99 2

3737 92 2

3rd

Round

Total 3737 73 0 34.90

2nd

Round

Total 27.70

1st

Round

Total 3737 86 1 29.63

2nd

Round

0.2012987

19.2012987

August 19, 2014

08:00 ‐ 08:30 AM

August 19, 2014

08:00 ‐ 08:30 AM

21.2012987

6.2012987

26.2012987

2nd

Round

Total 3737

August 19, 2014

04:30 ‐ 05:00 PM

77 1

1 32.25

13.2012987

4.2012987

13.2012987

Total 3737

04:30 ‐ 05:00 PM

86 1 29.63

AM PM

August 19, 2014

33.09

82 1 31.07 9.2012987

August 19, 2014

03:30 ‐ 04:00 PM

August 19, 2014

07:30 ‐ 08:00 AM

27.2012987100 2 25.4814.2012987


August 19, 2014

AM PM

Node

#


(sec)


(mph)

Delay (sec) Node

#

Length (ft) Node

Travel Time (sec)


(mph)

Delay (sec)


2 632 Procyon 10 0 43.09 0.42 2 632 Procyon 14 0 30.78 4.42

3 626 Polaris 9 0 47.42 ‐0.48 3 626 Polaris 12 0 35.57 2.52


5 445 I‐15 SB 19 1 15.97 10.33 5 445 I‐15 SB 8 0 37.93 ‐0.67

6 448 I‐15 NB 11 0 27.77 2.27 6 448 I‐15 NB 6 0 50.91 ‐2.73


Node

#


(sec)


(mph)

Delay (sec)

1 0 Valley View

2 632 Procyon 10 0 43.09 0.42

3 626 Polaris 9 0 47.42 ‐0.48

4 758 Dean Martin 12 0 43.07 ‐2.77

5 445 I‐15 SB 19 1 15.97 10.33

6 448 I‐15 NB 9 0 33.94 0.27

7 2086 Las Vegas Blvd. 46 1 30.92 5.36

Node

#


(sec)


(mph)

Delay (sec)

1 0 Valley View

2 632 Procyon 16 0 26.93 6.42

3 626 Polaris 20 1 21.34 10.52

4 758 Dean Martin 20 0 25.84 5.23

5 445 I‐15 SB 7 0 43.34 ‐1.67

6 448 I‐15 NB 7 0 43.64 ‐1.73

7 2086 Las Vegas Blvd. 43 1 33.08 2.36

27.11

2nd

Round

Total 3737 86 2 29.63

3rd

Round

Total 3737 77

1st

Round

Total 3737 94 7.201298780 1 31.85

4.2012987

13.2012987

21.2012987

August 19, 2014

08:30 ‐ 09:00 AM

1 33.09

3

1st

Round

Total 3737

05:00 ‐ 05:30 PM

August 19, 2014


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)


2 632 Procyon 12 0 35.91 2.42 2 632 Procyon 13 0 33.15 3.42

3 626 Polaris 12 0 35.57 2.52 3 626 Polaris 18 0 23.71 8.52


5 445 I‐15 SB 10 0 30.34 1.33 5 445 I‐15 SB 10 0 30.34 1.33

6 448 I‐15 NB 7 0 43.64 ‐1.73 6 448 I‐15 NB 7 0 43.64 ‐1.73

7 2086 Las Vegas Blvd. 33 0 43.10 ‐7.64 7 2086 Las Vegas Blvd. 55 1 25.86 14.36

Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)


2 632 Procyon 10 0 43.09 0.42 2 632 Procyon 14 0 30.78 4.42

3 626 Polaris 15 0 28.45 5.52 3 626 Polaris 13 0 32.83 3.52


5 445 I‐15 SB 13 0 23.34 4.33 5 445 I‐15 SB 9 0 33.71 0.33

6 448 I‐15 NB 7 0 43.64 ‐1.73 6 448 I‐15 NB 6 0 50.91 ‐2.73


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)


2 632 Procyon 13 0 33.15 3.42 2 632 Procyon 12 0 35.91 2.42

3 626 Polaris 11 0 38.80 1.52 3 626 Polaris 12 0 35.57 2.52


5 445 I‐15 SB 11 0 27.58 2.33 5 445 I‐15 SB 9 0 33.71 0.33

6 448 I‐15 NB 6 0 50.91 ‐2.73 6 448 I‐15 NB 7 0 43.64 ‐1.73


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)


2 632 Procyon 9 0 47.88 ‐0.58 2 632 Procyon 16 0 26.93 6.42

3 626 Polaris 12 0 35.57 2.52 3 626 Polaris 25 1 17.07 15.52


5 445 I‐15 SB 14 0 21.67 5.33 5 445 I‐15 SB 10 0 30.34 1.33

6 448 I‐15 NB 8 0 38.18 ‐0.73 6 448 I‐15 NB 6 0 50.91 ‐2.73


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)


2 632 Procyon 12 0 35.91 2.42 2 632 Procyon 12 0 35.91 2.42

3 626 Polaris 12 0 35.57 2.52 3 626 Polaris 12 0 35.57 2.52


5 445 I‐15 SB 14 0 21.67 5.33 5 445 I‐15 SB 9 0 33.71 0.33

6 448 I‐15 NB 7 0 43.64 ‐1.73 6 448 I‐15 NB 6 0 50.91 ‐2.73


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)


2 632 Procyon 13 0 33.15 3.42 2 632 Procyon 14 0 30.78 4.42

3 626 Polaris 11 0 38.80 1.52 3 626 Polaris 12 0 35.57 2.52

4 758 Dean Martin 14 0 36.92 ‐0.77 4 758 Dean Martin 16 0 32.30 1.23

5 445 I‐15 SB 22 0 13.79 13.33 5 445 I‐15 SB 9 0 33.71 0.33

6 448 I‐15 NB 6 0 50.91 ‐2.73 6 448 I‐15 NB 7 0 43.64 ‐1.73


8.20

9.20

August 20, 2014

97 0 26.27

2nd

Round

Total 3737 100 1 25.48

1st

Round

Total 3737

1st

Round

Total 3737 94 2 27.11

1st

Round

Total 3737 75 0 33.97

109 2 23.38

1st

Round

Total 3737

04:00 ‐ 04:30 PM

August 20, 2014

2nd

Round

Total 3737

17.2012987

12.20

24.20

3rd

Round

Total 3737 90 0 28.31

2nd

Round

Total

31.46

2nd

Round

Total 3737 93 1 27.40

1st

Round

Total 3737 31.0792 0 27.70

2nd

Round

Total 3737 82 1

1st

Round

Total 3737 81 1

19.2012987

20.2012987

21.2012987

08:30 ‐ 09:00 AM

August 20, 2014

3737

August 20, 2014

04:30 ‐ 05:00 PM

27.20

AM PM

August 20, 2014

04:30 ‐ 05:00 PM

August 20, 2014

08:00 ‐ 08:30 AM

29.9885 136.2012987

August 20, 2014

07:30 ‐ 08:00 AM 03:30 ‐ 04:00 PM

August 20, 2014

92 1 27.702.2012987 19.20


August 20, 2014

AM PM

Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)


2 632 Procyon 17 0 25.35 7.42 2 632 Procyon 12 0 35.91 2.42

3 626 Polaris 12 0 35.57 2.52 3 626 Polaris 11 0 38.80 1.52


5 445 I‐15 SB 19 1 15.97 10.33 5 445 I‐15 SB 9 0 33.71 0.33

6 448 I‐15 NB 12 0 25.45 3.27 6 448 I‐15 NB 7 0 43.64 ‐1.73


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)


2 632 Procyon 11 0 39.17 1.42 2 632 Procyon 14 0 30.78 4.42

3 626 Polaris 11 0 38.80 1.52 3 626 Polaris 14 0 30.49 4.52


5 445 I‐15 SB 17 1 17.85 8.33 5 445 I‐15 SB 9 0 33.71 0.33

6 448 I‐15 NB 9 0 33.94 0.27 6 448 I‐15 NB 7 0 43.64 ‐1.73


9.20

13.20

3rd

Round

Total 3737 95 2 26.82

2nd

Round

Total 3737

2nd

Round

Total 3737 86 1 29.63

1st

Round

Total 3737 82 1 31.07

22.2012987

44.2012987117 2 21.78

05:00 ‐ 05:30 PM

August 20, 2014

08:30 ‐ 09:00 AM

August 20, 2014

Calibration MOE Data ‐ Field Travel Time Runs ‐ Westbound

Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)

1 0 Las Vegas Blvd. 1 0 Las Vegas Blvd.

2 885 New York New York 22 1 27.43 4.76 2 885 New York New York 23 1 26.24 5.76

3 1201 I‐15 NB 32 1 25.59 8.60 3 1201 I‐15 NB 36 1 22.75 12.60

4 448 I‐15 SB 10 0 30.55 1.27 4 448 I‐15 SB 16 0 19.09 7.27


6 758 Polaris 17 0 30.40 2.23 6 758 Polaris 19 0 27.20 4.23

7 626 Procyon 12 0 35.57 2.52 7 626 Procyon 15 0 28.45 5.52

8 632 Valley View 11 0 39.17 1.42 8 632 Valley View 12 0 35.91 2.42

Node

#

Length (ft) Node

Travel Time

(sec)


(mph)

Delay (sec)Node

#

Length (ft) Node

Travel Time

(sec)


(mph)

Delay (sec)



3 1201 I‐15 NB 40 1 20.47 16.60 3 1201 I‐15 NB 42 1 19.50 18.60

4 448 I‐15 SB 11 0 27.77 2.27 4 448 I‐15 SB 9 0 33.94 0.27


6 758 Polaris 15 0 34.45 0.23 6 758 Polaris 15 0 34.45 0.23

7 626 Procyon 11 0 38.80 1.52 7 626 Procyon 13 0 32.83 3.52


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)



3 1201 I‐15 NB 41 1 19.97 17.60 3 1201 I‐15 NB 36 1 22.75 12.60

4 448 I‐15 SB 16 0 19.09 7.27 4 448 I‐15 SB 11 0 27.77 2.27


6 758 Polaris 12 0 43.07 ‐2.77 6 758 Polaris 13 0 39.76 ‐1.77

7 626 Procyon 12 0 35.57 2.52 7 626 Procyon 11 0 38.80 1.52


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)



3 1201 I‐15 NB 36 1 22.75 12.60 3 1201 I‐15 NB 23 0 35.60 ‐0.40

4 448 I‐15 SB 12 0 25.45 3.27 4 448 I‐15 SB 6 0 50.91 ‐2.73

5 445 Dean Martin 8 0 37.93 ‐0.67 5 445 Dean Martin 8 0 37.93 ‐0.67

6 758 Polaris 14 0 36.92 ‐0.77 6 758 Polaris 12 0 43.07 ‐2.77

7 626 Procyon 10 0 42.68 0.52 7 626 Procyon 9 0 47.42 ‐0.48


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)


2 885 New York New York 13 0 46.42 ‐4.24 2 885 New York New York 26 0 23.21 8.76

3 1201 I‐15 NB 30 1 27.30 6.60 3 1201 I‐15 NB 41 1 19.97 17.60

4 448 I‐15 SB 11 0 27.77 2.27 4 448 I‐15 SB 10 0 30.55 1.27


6 758 Polaris 14 0 36.92 ‐0.77 6 758 Polaris 41 1 12.61 26.23

7 626 Procyon 12 0 35.57 2.52 7 626 Procyon 14 0 30.49 4.52


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)



3 1201 I‐15 NB 34 1 24.08 10.60 3 1201 I‐15 NB 51 1 16.06 27.60

4 448 I‐15 SB 12 0 25.45 3.27 4 448 I‐15 SB 12 0 25.45 3.27


6 758 Polaris 14 0 36.92 ‐0.77 6 758 Polaris 12 0 43.07 ‐2.77

7 626 Procyon 11 0 38.80 1.52 7 626 Procyon 11 0 38.80 1.52


Node

#


(sec)


(mph)

Delay (sec)

1 0 Las Vegas Blvd.

2 885 New York New York 26 0 23.21 8.76

3 1201 I‐15 NB 37 1 22.13 13.60

4 448 I‐15 SB 11 0 27.77 2.27

5 445 Dean Martin 9 0 33.71 0.33

6 758 Polaris 13 0 39.76 ‐1.77

7 626 Procyon 10 0 42.68 0.52

8 632 Valley View 11 0 39.17 1.42

August 19, 2014

03:30 ‐ 04:00 PM

August 19, 2014

August 19, 2014

07:30 ‐ 08:00 AM

04:00 ‐ 04:30 PM

23.2012987

2nd

Round

Total 3737 77 1

4.2012987

34.2012987

17.2012987

27.2012987

27.2012987

23.2012987

23.2012987

30.2012987

33.2012987

47.2012987

54.2012987

4.2012987

August 19, 2014

08:00 ‐ 08:30 AM

August 19, 2014

08:30 ‐ 09:00 AM

August 19, 2014

08:30 ‐ 09:00 AM

August 19, 2014

08:30 ‐ 09:00 AM

August 19, 2014

05:00 ‐ 05:30 PM

2nd

Round

Total 3737 120 2 21.23

August 19, 2014

05:00 ‐ 05:30 PM

1st

Round

Total 3737 127 2 20.06

August 19, 2014

33.09

1st

Round

Total 3737 96 1 26.54

04:30 ‐ 05:00 PM

3rd

Round

Total 3737 96 1 26.54

2nd

Round

Total 3737 107 3 23.81

1st

Round

Total 3737 77 1 33.09

2nd

Round

Total 3737 96 2 26.54

1st

Round

Total 3737 100 2 25.48

2nd

Round

Total 3737 100 1 25.48

August 19, 2014

1st

Round

Total 3737 90 2 28.31

1st

Round

Total

AM PM

1st

Round

Total 3737 103 2 24.74

3737 106 2 24.04


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)



3 1201 I‐15 NB 38 1 21.55 14.60 3 1201 I‐15 NB 23 0 35.60 ‐0.40

4 448 I‐15 SB 10 0 30.55 1.27 4 448 I‐15 SB 11 0 27.77 2.27

5 445 Dean Martin 8 0 37.93 ‐0.67 5 445 Dean Martin 8 0 37.93 ‐0.67

6 758 Polaris 12 0 43.07 ‐2.77 6 758 Polaris 16 0 32.30 1.23

7 626 Procyon 10 0 42.68 0.52 7 626 Procyon 38 1 11.23 28.52


Node

#

Length (ft) Node

Travel Time

(sec)


(mph)

Delay (sec)Node

#

Length (ft) Node

Travel Time

(sec)


(mph)

Delay (sec)



3 1201 I‐15 NB 35 1 23.40 11.60 3 1201 I‐15 NB 30 0 27.30 6.60

4 448 I‐15 SB 10 0 30.55 1.27 4 448 I‐15 SB 15 0 20.36 6.27


6 758 Polaris 13 0 39.76 ‐1.77 6 758 Polaris 18 0 28.71 3.23

7 626 Procyon 11 0 38.80 1.52 7 626 Procyon 10 0 42.68 0.52


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)



3 1201 I‐15 NB 34 1 24.08 10.60 3 1201 I‐15 NB 34 1 24.08 10.60

4 448 I‐15 SB 11 0 27.77 2.27 4 448 I‐15 SB 13 0 23.50 4.27


6 758 Polaris 14 0 36.92 ‐0.77 6 758 Polaris 14 0 36.92 ‐0.77

7 626 Procyon 11 0 38.80 1.52 7 626 Procyon 12 0 35.57 2.52


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)



3 1201 I‐15 NB 43 1 19.04 19.60 3 1201 I‐15 NB 40 1 20.47 16.60

4 448 I‐15 SB 10 0 30.55 1.27 4 448 I‐15 SB 15 0 20.36 6.27


6 758 Polaris 13 0 39.76 ‐1.77 6 758 Polaris 14 0 36.92 ‐0.77

7 626 Procyon 10 0 42.68 0.52 7 626 Procyon 12 0 35.57 2.52


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)



3 1201 I‐15 NB 40 1 20.47 16.60 3 1201 I‐15 NB 48 1 17.06 24.60

4 448 I‐15 SB 12 0 25.45 3.27 4 448 I‐15 SB 12 0 25.45 3.27


6 758 Polaris 13 0 39.76 ‐1.77 6 758 Polaris 14 0 36.92 ‐0.77

7 626 Procyon 10 0 42.68 0.52 7 626 Procyon 11 0 38.80 1.52


Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)



3 1201 I‐15 NB 37 1 22.13 13.60 3 1201 I‐15 NB 22 0 37.22 ‐1.40

4 448 I‐15 SB 13 0 23.50 4.27 4 448 I‐15 SB 8 0 38.18 ‐0.73


6 758 Polaris 15 0 34.45 0.23 6 758 Polaris 12 0 43.07 ‐2.77

7 626 Procyon 13 0 32.83 3.52 7 626 Procyon 11 0 38.80 1.52


AM

August 20, 2014

07:30 ‐ 08:00 AM

August 20, 2014

03:30 ‐ 04:00 PM

Total 3737 87 0 29.29

1st

Round

1st

Round

Total 3737 84 1

August 20, 2014

30.20129879.2012987

11.2012987 14.2012987

29.201298732.2012987

26.201298710.2012987

3737 109 1 23.38

04:30 ‐ 05:00 PM

36.2012987

2nd

Round

Total 3737 76 0 33.53

August 20, 2014

04:30 ‐ 05:00 PM

3.2012987

04:00 ‐ 04:30 PM

August 20, 2014

08:00 ‐ 08:30 AM

1st

Round

Total

2nd

Round

Total 3737 103 1 24.74

1st

Round

Total 3737 83 1 30.70

2nd

Round

Total 3737 82 1 31.07

August 20, 2014

30.33

105 1 24.27

3rd

Round

Total 3737 108 2 23.59 35.2012987

1st

Round

Total 3737 90 1 28.31

August 20, 2014

08:30 ‐ 09:00 AM

17.2012987

August 20, 2014PM

2nd

Round

Total 3737 102 1 24.98

1st

Round

Total 3737 99 1 25.74

2nd

Round

Total 3737


AM

August 20, 2014PM

Node

#


(sec)


(mph)

Delay (sec) Node

#


(sec)


(mph)

Delay (sec)



3 1201 I‐15 NB 44 0 18.61 20.60 3 1201 I‐15 NB 36 0 22.75 12.60

4 448 I‐15 SB 11 0 27.77 2.27 4 448 I‐15 SB 10 0 30.55 1.27


6 758 Polaris 12 0 43.07 ‐2.77 6 758 Polaris 16 0 32.30 1.23

7 626 Procyon 12 0 35.57 2.52 7 626 Procyon 15 0 28.45 5.52

8 632 Valley View 7 0 61.56 ‐2.58 8 632 Valley View 13 0 33.15 3.42

Node

#


(sec)


(mph)

Delay (sec)

1

0

Las Vegas Blvd.

2 885 New York New York 30 0 20.11 12.76

3 1201 I‐15 NB 64 1 12.79 40.60

4 448 I‐15 SB 10 0 30.55 1.27

5 445 Dean Martin 9 0 33.71 0.33

6 758 Polaris 13 0 39.76 ‐1.77

7 626 Procyon 15 0 28.45 5.52

8 632 Valley View 14 0 30.78 4.42

2nd

Round

Total 3737 126 1 20.22 53.2012987

1st

Round

Total 3737 103 0 24.74

August 20, 2014

05:00 ‐ 05:30 PM

30.2012987

2nd

Round

Total 3737 107 1 23.81

August 20, 2014

08:30 ‐ 09:00 AM

34.2012987


Node

#


(sec)


(mph)

Delay

(sec)

1 0 Las Vegas Blvd.

2 885 New York New York 23 0 26.24 5.76

3 1201 I‐15 NB 47 1 17.42 23.60

4 448 I‐15 SB 13 0 23.50 4.27

5 445 Dean Martin 10 0 30.34 1.33

6 758 Polaris 13 0 39.76 ‐1.77

7 626 Procyon 14 0 30.49 4.52

8 632 Valley View 11 0 39.17 1.42

Node

#

Length (ft) Node

Travel Time

(sec)


(mph)

Delay

(sec)

1 0 Las Vegas Blvd.

2 885 New York New York 20 0 30.17 2.76

3 1201 I‐15 NB 45 1 18.20 21.60

4 448 I‐15 SB 12 0 25.45 3.27

5 445 Dean Martin 9 0 33.71 0.33

6 758 Polaris 16 0 32.30 1.23

7 626 Procyon 32 1 13.34 22.52

8 632 Valley View 28 1 15.39 18.42

Node

#


(sec)


(mph)

Delay

(sec)

1 0 Las Vegas Blvd.

2 885 New York New York 19 0 31.76 1.76

3 1201 I‐15 NB 39 1 21.00 15.60

4 448 I‐15 SB 13 0 23.50 4.27

5 445 Dean Martin 9 0 33.71 0.33

6 758 Polaris 16 0 32.30 1.23

7 626 Procyon 12 0 35.57 2.52

8 632 Valley View 12 0 35.91 2.42

Node

#


(sec)


(mph)

Delay

(sec)

1 0 Las Vegas Blvd.

2 885 New York New York 20 0 30.17 2.76

3 1201 I‐15 NB 41 0 19.97 17.60

4 448 I‐15 SB 11 0 27.77 2.27

5 445 Dean Martin 10 0 30.34 1.33

6 758 Polaris 15 0 34.45 0.23

7 626 Procyon 14 0 30.49 4.52

8 632 Valley View 10 0 43.09 0.42

Node

#


(sec)


(mph)

Delay

(sec)

1 0 Las Vegas Blvd.

2 885 New York New York 22 0 27.43 4.76

3 1201 I‐15 NB 48 1 17.06 24.60

4 448 I‐15 SB 17 0 17.97 8.27

5 445 Dean Martin 8 0 37.93 ‐0.67

6 758 Polaris 16 0 32.30 1.23

7 626 Procyon 14 0 30.49 4.52

8 632 Valley View 10 0 43.09 0.42

2nd

Round

Total 3737 111 1 22.95 38.2013

2nd

Round

Total 23.2013

November 19, 2014

04:45 ‐ 05:15 PM

1st

Round

Total 3737 97 0 26.27 24.2013

3737 96 1 26.54

November 19, 2014

04:15 ‐ 04:45 PM

1st

Round

Total 3737 102 1 24.98 29.2013

November 19, 2014PM

November 19, 2014

03:45 ‐ 04:15 PM

1st

Round

Total 3737 106 1 24.04 33.2013

Polaris Avenue to Las Vegas Boulevard ‐ Eastbound

Calibration MOE Data ‐ Field Travel Time ‐ Sampe Size (Number of Field Runs) Needed

Time PeriodStandard

Deviation

Sample size of

collected datat‐statistic

Minimum

Sample Size

Needed

7:30‐8:00 AM 3.95 6 2.57 26

8:00‐8:30 AM 3.40 5 2.78 23

8:30‐9:00 AM 3.71 6 2.57 23

Total for AM 3.52 17 2.12 14

3:30‐4:00 PM 2.49 4 3.18 16

4:00‐4.30 PM 3.13 4 3.18 25

4.30‐5:00 PM 1.42 4 3.18 6

5:00‐5:30 PM 1.13 3 4.30 6

Total for PM 2.43 15 2.15 7

Las Vegas Boulevard to Polaris Avenue ‐ Westbound

Calibration MOE Data ‐ Field Travel Time ‐ Sampe Size (Number of Field Runs) Needed

Time PeriodStandard

Deviation

Sample size of

collected datat‐statistic

Minimum

Sample Size

Needed

7:30‐8:00 AM 2.50 4 3.18 16

8:00‐8:30 AM 2.80 5 2.78 16

8:30‐9:00 AM 3.85 5 2.78 29

Total for AM 3.11 14 2.16 12

3:30‐4:00 PM 2.53 4 3.18 17

4:00‐4.30 PM 0.43 5 2.78 1

4.30‐5:00 PM 4.12 5 2.78 33

5:00‐5:30 PM 1.99 5 2.78 8

Total for PM 3.59 19 2.10 15



Attachment 7: Queue Data

Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane 2

5 9 11 9 11 12

13 11 10 11 11 14

13 10 8 12 10 7

7 7 11 7 12 12

15 13 8 6 10 9

9 5 7 8 7 9

7 6 8 7

7 7

10 12 16 11 11 9

5 5 7 7 10 9

7 9 13 9 11 13

10 10 8 12 16 16

7 11 15 11 9 11

10 14 10 11 10 11

8 8

6 10 12 10 10 11

10 9 14 14 11 16

13 11 11 10 11 15

10 11 6 5 6 9

8 7 6 7 10 10

12 9 6 6 12 8

7 6

12 11 2 2 12 13

9 13 4 7 10 12

8 11 5 5 11 11

11 9 9 8 9 9

13 11 7 8 13 14

8 8 7 9 14 13

8 6 6 5 6 10

8 9 9 10 8 9

10 13 4 8 7 10

8 7 11 8 10 13

11 12 7 9 6 5

9 9 7 8 6 6

8 8 8 4

10 8 7 7 8 13

11 14 5 9 6 16

8 15 10 7 8 11

8 7 6 9 7 12

10 10 9 11 8 9

12 8 9 6 10 14

7 8

12 11 6 6 7 8

9 9 7 4 6 8

11 9 10 12 11 9

7 8 7 6 6 11

5 2 10 9 10 7

9 8 4 3 9 9

9 12

9 10 8 12 11 10

8 9 7 9 13 14

8 12 7 10 14 10

15 16 4 8 10 15

7 16 6 5 8 8

9 15 6 10 9 7

13 10

MAX QUEUE 15 16 16 14 16 16

Thursday,

September 25,

2014

TROPICANA SOUTHBOUND OFF‐RAMP

Time

8:45 ‐ 9:00 AM

9:00 ‐ 9:15 AM

Tuesday,

September 23,

2014

Wednesday,

September 24,

2014

9:15 ‐ 9:30 AM

7:30 ‐ 7:45 AM

7:45 ‐ 8:00 AM

8:00 ‐ 8:15 AM

8:15 ‐ 8:30 AM

8:30 ‐ 8:45 AM

Time

Tuesday,

September 23,

2014

Wednesday,

September 24,

2014

Thursday,

September 25,

2014

20

20

21

4:15 ‐ 4:30 PM

35 53

42

36 45

48

50 52

48

5:00 ‐ 5:15 PM 45 39

45

46

41

40 44

42 49

33 45

5:45 ‐ 6:00 PM 37

MAX QUEUE 21 50 53

The Tuesday data is partial due to issues with the field instrument.

4:00 ‐ 4:15 PM

4:45 ‐ 5:00 PM

5:30 ‐ 5:45 PM

TROPICANA WESTBOUND TO I‐15 NORTHBOUND ON‐

RAMP

4:30 ‐ 4:45 PM

5:15 ‐ 5:30 PM

TimeTuesday, September

23, 2014

Wednesday,

September 24, 2014

Thursday, September

25, 2014

6 10

7 10

10 9

14 11

9 7

15 13

12 10

12 11

8 13

9 5

20 10

13 13

15

11 5

7 7

7 6

9 14

12 10

11 13

8

7 5

8 8

13 10

12 13

14 12

8 12

8

15 13

12 14

12 16

16 10

14 12

16 17

7 13

12 9

13 15

14 8

11 12

11 10

11 8

0 8

11 9

11 7

5 9

9 3

9 5

10 8

10 15

14 14

9 11

5 8

10 12

9:00 ‐ 9:15 AM

TROPICANA NORTHBOUND OFF‐RAMP

9:15 ‐ 9:30 AM

7:30 ‐ 7:45 AM

7:45 ‐ 8:00 AM

8:00 ‐ 8:15 AM

8:15 ‐ 8:30 AM

8:30 ‐ 8:45 AM

8:45 ‐ 9:00 AM

TimeTuesday, September

23, 2014

Wednesday,

September 24, 2014

Thursday, September

25, 2014

12 14

10 16

12 15

11 13

11 15

12 13

11 10

11 11

17 16

18 14

16 15

22

21 16

20 17

18 9

9 12

8 9

17

21 13

14 13

5 17

15 19

10 15

9

20 13

16 16

18 16

15 18

10 15

9

10 13

12 13

15 14

13 19

6 21

13 20

11 11

14 9

12 8

14 10

16 17

14 18

9 13

10 10

9 14

12 18

10 18

MAX QUEUE AM 20 17

MAX QUEUE PM 22 21

Wed & Thur, Sept 24 & 25, 2014: Count is from stop bar.

5:00 ‐ 5:15 PM

Tue, Sept 23, 2014: No queue observed past sign bridge at Frank Sinatra split ‐ it was initially assumed that the queue would exceed the the split,

hence the field instrument was set up accordingly.

4:00 ‐ 4:15 PM

4:15 ‐ 4:30 PM

4:30 ‐ 4:45 PM

4:45 ‐ 5:00 PM

5:15 ‐ 5:30 PM

5:30 ‐ 5:45 PM

5:45 ‐ 6:00 PM



Attachment 8: Calculation of Minimum Number of Required Runs

Number of CORSIM runs needed based on Volume

AM Period7:00 ‐ 9:00 AM

Link Volume

(CORSIM)

Average

Link

Volume

(CORSIM)

Standard

Deviation

NB

Between slip ramp from CD road

to I‐15 and Tropicana Avenue on‐

ramp

110 113 15796 36.0 0.01 0.44

SB

Between Tropicana Avenue off‐

ramp and slip ramp from I‐15 to

CD road

310 313 10180 71.3 0.01 2.23

Number of CORSIM runs needed based on Volume 2.23

Use ‐ Minimum number of CORSIM runs (From CORSIM Guidelines) 10.00

PM Period3:00 ‐ 6:00 PM

Link Volume

(CORSIM)

Average

Link

Volume

(CORSIM)

Standard

Deviation

NB

Between slip ramp from CD road

to I‐15 and Tropicana Avenue on‐

ramp

110 113 21403 51.4 0.04 0.01

SB

Between Tropicana Avenue off‐

ramp and slip ramp from I‐15 to

CD road

310 313 21190 84.7 0.02 0.27

Number of CORSIM runs needed based on Volume 0.27


Number

of

CORSIM

Runs

needed

Direction SegmentCORSIM

USN

CORSIM

DSN

CORSIM

Field "e"

Number

of

CORSIM

Runs

needed


USN

CORSIM

DSN

CORSIM

Field "e"

Number of CORSIM runs needed based on Speed

AM Period7:30 ‐ 8:00 AM

Link Length

Link Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Segment

Speed

(CORSIM)

Average

Segment

Speed

(CORSIM)

Standard

Deviation

EB I‐15 SB ‐ I‐15 NB 907 908 433 32.18 0.36 32.18 0.36 0.10 0.05

904 903 281 31.29 1.99

903 902 350 36.94 1.97

902 901 630 20.61 1.31

8:00 ‐ 8:30 AM

Link Length

Link Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Segment

Speed

(CORSIM)

Average

Segment

Speed

(CORSIM)

Standard

Deviation

EB I‐15 SB ‐ I‐15 NB 907 908 433 31.98 0.36 31.98 0.36 0.11 0.04

904 903 281 30.44 2.96

903 902 350 37.55 2.53

902 901 630 20.66 1.61

8:30 to 9:00 AM

Link Length

Link Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Segment

Speed

(CORSIM)

Average

Segment

Speed

(CORSIM)

Standard

Deviation

EB I‐15 SB ‐ I‐15 NB 907 908 433 32.05 0.39 32.05 0.39 0.22 0.01

904 903 281 30.43 1.24

903 902 350 36.84 1.65

902 901 630 19.67 1.01

Number of CORSIM runs needed based on Speed 5.89


PM Period3:30 ‐ 4:00 PM

Link Length

Link Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Segment

Speed

(CORSIM)

Average

Segment

Speed

(CORSIM)

Standard

Deviation

EB I‐15 SB ‐ I‐15 NB 907 908 433 30.90 0.63 30.90 0.63 0.09 0.21

904 903 281 27.88 2.55

903 902 350 35.46 2.38

902 901 630 21.70 1.39

4:00 ‐ 4:30 PM

Link Length

Link Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Segment

Speed

(CORSIM)

Average

Segment

Speed

(CORSIM)

Standard

Deviation

EB I‐15 SB ‐ I‐15 NB 907 908 433 31.00 0.60 31.00 0.60 0.09 0.19

904 903 281 27.49 2.46

903 902 350 31.98 4.52

902 901 630 19.93 1.74

4:30 to 5:00 PM

Link Length

Link Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Segment

Speed

(CORSIM)

Average

Segment

Speed

(CORSIM)

Standard

Deviation

EB I‐15 SB ‐ I‐15 NB 907 908 433 30.42 0.68 30.42 0.68 0.16 0.07

904 903 281 27.86 1.79

903 902 350 32.71 5.03

902 901 630 19.71 1.55

5:00 to 5:30 PM

Link Length

Link Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Segment

Speed

(CORSIM)

Average

Segment

Speed

(CORSIM)

Standard

Deviation

EB I‐15 SB ‐ I‐15 NB 907 908 433 31.15 0.69 31.15 0.69 0.10 0.18

904 903 281 27.75 1.55

903 902 350 34.01 2.84

902 901 630 20.62 1.88

Number of CORSIM runs needed based on Speed 5.95


WB Polaris ‐ Valley View 27.52 1.64


USN

CORSIM

DSN

CORSIM

WB

CORSIM

Polaris ‐ Valley View 27.53 2.17


USN

CORSIM

DSN

WB Polaris ‐ Valley View 26.83 1.24


USN

CORSIM

DSN

CORSIM

0.45

Field "e"

Field "e"

0.08

Field "e"

Number of

CORSIM

Runs

needed

Number of

CORSIM

Runs

needed

4.18

Number of

CORSIM

Runs

needed

0.05 5.89

0.14

Field "e"

Number of

CORSIM

Runs

needed

WB Polaris ‐ Valley View 26.90 1.92 0.39 0.13


USN

CORSIM

DSN

CORSIM

Field "e"

Number of

CORSIM

Runs

needed



USN

CORSIM

DSN

CORSIM

Field "e"

Number of

CORSIM

Runs

needed



USN

CORSIM

DSN

CORSIM

Field "e"

Number of

CORSIM

Runs

needed



USN

CORSIM

DSN

CORSIM



Attachment 9: Speed Calibration Results Tables

AM Period ‐ Speed Calibration ‐ Z‐test Results

7:30 ‐ 8:00 AM

Link LengthSegment

Length

Link Speed

(CORSIM)

Segment

Speed

(CORSIM)

Polaris ‐ Las

Vegas Blvd

Segment Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Polaris ‐ Las

Vegas Blvd

Segment Speed

(CORSIM)

Standard

Deviation

Sample Size

(CORSIM)

Segment

Speed (Field)

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Average

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Standard

Deviation

Sample Size

(Field)

904 905 357 39.7 0.71

905 906 396 14.3 1.37

Dean Martin ‐ I‐15 SB 906 907 452 452 13.4 13.4 1.02 25.7

I‐15 SB ‐ I‐15 NB 907 908 433 433 36.5 36.5 0.59 43.2

908 938 462 29.9 0.62

938 909 121 47.7 0.88

909 915 771 48.5 0.37

915 911 747 6.9 0.67

Las Vegas Blvd ‐ NY NY 911 910 860 860 15.1 15.1 0.19 31.2

NY NY ‐ I‐15 NB 910 908 1241 1241 21.2 21.2 1.36 22.8

I‐15 NB ‐ I‐15 SB 908 907 433 433 23.5 23.5 0.62 29.9

I‐15 SB ‐ Dean Martin 907 906 452 452 6.9 6.9 0.19 37.2

906 905 396 29.6 0.98

905 904 357 27.0 0.95

8:00 ‐ 8:30 AM

Link LengthSegment

Length

Link Speed

(CORSIM)

Segment

Speed

(CORSIM)

Polaris ‐ Las

Vegas Blvd

Segment Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Polaris ‐ Las

Vegas Blvd

Segment Speed

(CORSIM)

Standard

Deviation

Sample Size

(CORSIM)

Segment

Speed (Field)

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Average

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Standard

Deviation

Sample Size

(Field)

904 905 357 39.0 0.60

905 906 396 14.0 1.11

Dean Martin ‐ I‐15 SB 906 907 452 452 13.7 13.7 0.73 23.8

I‐15 SB ‐ I‐15 NB 907 908 433 433 36.4 36.4 0.47 42.9

908 938 462 29.4 0.88

938 909 121 47.2 0.93

909 915 771 48.1 0.62

915 911 747 6.4 1.06


NY NY ‐ I‐15 NB 910 908 1241 1241 21.5 21.5 2.01 21.3

I‐15 NB ‐ I‐15 SB 908 907 433 433 23.0 23.0 0.54 25.7

I‐15 SB ‐ Dean Martin 907 906 452 452 7.7 7.7 0.29 35.3

906 905 396 31.3 0.88

905 904 357 27.8 0.76

Meets Z‐test

threshold?

Yes

No

Meets Z‐test

threshold?

Yes

No

Direction Segment USN DSN

WB 20.0

EB

26.1

Dean Martin ‐ Polaris 753 29.6 39.3

28.8

20.9

32.7

36.9

21.7

28.8

I‐15 NB ‐ Las Vegas Blvd 2101 29.1 32.3

Polaris ‐ Dean Martin 753 25.9

27.4

DSN

Field

Z calculated

Z calculated

0.66

7.104.0

3.95

3.40 5.0

2.80 5.0

0.91

4.74

27.7

19.7

753

2101

753

26.3

29.5

28.3

28.80.72

0.78

CORSIM Field

Direction

EB

WB

Dean Martin ‐ Polaris

I‐15 NB ‐ Las Vegas Blvd

Polaris ‐ Dean Martin

0.80

0.96

CORSIM

10

10

10

10

6.0

2.50

Segment USN

AM Period ‐ Speed Calibration ‐ Z‐test Results

8:30 to 9:00 AM

Link LengthSegment

Length

Link Speed

(CORSIM)

Segment

Speed

(CORSIM)

Polaris ‐ Las

Vegas Blvd

Segment Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Polaris ‐ Las

Vegas Blvd

Segment Speed

(CORSIM)

Standard

Deviation

Sample Size

(CORSIM)

Segment

Speed (Field)

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Average

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Standard

Deviation

Sample Size

(Field)

904 905 357 36.9 1.93

905 906 396 11.9 0.68

Dean Martin ‐ I‐15 SB 906 907 452 452 13.3 13.3 0.55 20.5

I‐15 SB ‐ I‐15 NB 907 908 433 433 36.1 36.1 0.28 35.9

908 938 462 34.4 0.49

938 909 121 47.0 0.82

909 915 771 49.9 0.37

915 911 747 7.4 0.90


NY NY ‐ I‐15 NB 910 908 1241 1241 20.8 20.8 1.20 22.9

I‐15 NB ‐ I‐15 SB 908 907 433 433 23.2 23.2 0.60 26.5

I‐15 SB ‐ Dean Martin 907 906 452 452 8.7 8.7 0.47 30.5

906 905 396 31.2 0.84

905 904 357 27.4 1.32

Meets Z‐test

threshold?

Yes

No

‐0.273.71 6.0

3.85 5.0

EB


28.1

29.3

27.7


0.70

0.79

10

10WB 20.0 27.1


Direction Segment USN DSN Z calculated

4.07

CORSIM Field

PM Period ‐ Speed Calibration ‐ Z‐test Results3:30 ‐ 4:00 PM

Link LengthSegment

Length

Link Speed

(CORSIM)

Segment

Speed

(CORSIM)

Polaris ‐ Las

Vegas Blvd

Segment

Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Polaris ‐ Las

Vegas Blvd

Segment

Speed

(CORSIM)

Standard

Deviation

Sample Size

(CORSIM)

Segment

Speed (Field)

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Average

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Standard

Deviation

Sample Size

(Field)

904 905 357 33.1 1.74

905 906 396 13.4 0.96

Dean Martin ‐ I‐15 SB 906 907 452 452 14.1 14.1 0.43 32.0

I‐15 SB ‐ I‐15 NB 907 908 433 433 30.7 30.7 0.98 47.3

908 938 462 32.7 0.80

938 909 121 47.6 0.62

909 915 771 50.5 0.46

915 911 747 10.1 0.50


NY NY ‐ I‐15 NB 910 908 1241 1241 20.6 20.6 0.99 25.8

I‐15 NB ‐ I‐15 SB 908 907 433 433 27.2 27.2 0.98 22.7

I‐15 SB ‐ Dean Martin 907 906 452 452 9.6 9.6 0.38 31.8

906 905 396 25.5 1.50

905 904 357 22.3 0.89

4:00 ‐ 4:30 PM

Link LengthSegment

Length

Link Speed

(CORSIM)

Segment

Speed

(CORSIM)

Polaris ‐ Las

Vegas Blvd

Segment

Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Polaris ‐ Las

Vegas Blvd

Segment

Speed

(CORSIM)

Standard

Deviation

Sample Size

(CORSIM)

Segment

Speed (Field)

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Average

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Standard

Deviation

Sample Size

(Field)

904 905 357 34.0 1.62

905 906 396 13.3 1.37

Dean Martin ‐ I‐15 SB 906 907 452 452 14.3 14.3 0.82 32.4

I‐15 SB ‐ I‐15 NB 907 908 433 433 31.2 31.2 0.60 47.3

908 938 462 29.7 0.95

938 909 121 47.4 1.28

909 915 771 50.0 0.28

915 911 747 10.8 0.33


NY NY ‐ I‐15 NB 910 908 1241 1241 18.2 18.2 0.66 20.7

I‐15 NB ‐ I‐15 SB 908 907 433 433 26.0 26.0 1.27 25.4

I‐15 SB ‐ Dean Martin 907 906 452 452 8.8 8.8 0.34 34.0

906 905 396 27.2 1.83

905 904 357 21.5 0.86

Direction

3.1 4 0.5

0.4 5 18.0

31.9

28.4

DSN

Field

Z calculated

31.5 25.7


27.7

25.1


10

Segment USN DSN

27.9

20.0

753

2101

753

22.7

32.1

24.0

28.6

25.5

25.0

27.3

32.0

I‐15 NB ‐ Las Vegas Blvd 2101

10

0.75

0.79

EB

WB

Dean Martin ‐ Polaris

I‐15 NB ‐ Las Vegas Blvd


Direction Segment USN

CORSIM

WB 19.4

EB

Z calculated

0.75

0.84

10

10

2.5 4 0.5

2.5 4 4.3

CORSIM Field

Meets Z‐

test

threshold?

Yes

No

Meets Z‐

test

threshold?

Yes

No

PM Period ‐ Speed Calibration ‐ Z‐test Results4:30 to 5:00 PM

Link LengthSegment

Length

Link Speed

(CORSIM)

Segment

Speed

(CORSIM)

Polaris ‐ Las

Vegas Blvd

Segment

Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Polaris ‐ Las

Vegas Blvd

Segment

Speed

(CORSIM)

Standard

Deviation

Sample Size

(CORSIM)

Segment

Speed (Field)

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Average

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Standard

Deviation

Sample Size

(Field)

904 905 357 35.1 2.85

905 906 396 10.5 1.62

Dean Martin ‐ I‐15 SB 906 907 452 452 12.1 12.1 1.47 31.1

I‐15 SB ‐ I‐15 NB 907 908 433 433 30.8 30.8 0.55 49.8

908 938 462 31.4 0.62

938 909 121 48.1 0.89

909 915 771 50.4 0.53

915 911 747 8.9 0.65


NY NY ‐ I‐15 NB 910 908 1241 1241 15.9 15.9 1.07 26.5

I‐15 NB ‐ I‐15 SB 908 907 433 433 25.1 25.1 1.00 34.0

I‐15 SB ‐ Dean Martin 907 906 452 452 9.5 9.5 0.30 35.1

906 905 396 28.8 0.67

905 904 357 21.1 0.92

5:00 to 5:30 PM

Link LengthSegment

Length

Link Speed

(CORSIM)

Segment

Speed

(CORSIM)

Polaris ‐ Las

Vegas Blvd

Segment

Speed

(CORSIM)

Average

Link Speed

(CORSIM)

Standard

Deviation

Polaris ‐ Las

Vegas Blvd

Segment

Speed

(CORSIM)

Standard

Deviation

Sample Size

(CORSIM)

Segment

Speed (Field)

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Average

Polaris ‐ Las

Vegas Blvd

Segment

Speed (Field)

Standard

Deviation

Sample Size

(Field)

904 905 357 22.8 8.15

905 906 396 6.5 1.66

Dean Martin ‐ I‐15 SB 906 907 452 452 9.4 9.4 1.20 35.1

I‐15 SB ‐ I‐15 NB 907 908 433 433 30.9 30.9 0.73 46.1

908 938 462 33.1 0.89

938 909 121 48.0 0.90

909 915 771 51.2 0.36

915 911 747 9.7 0.54


NY NY ‐ I‐15 NB 910 908 1241 1241 16.1 16.1 1.22 17.7

I‐15 NB ‐ I‐15 SB 908 907 433 433 23.7 23.7 1.30 27.0

I‐15 SB ‐ Dean Martin 907 906 452 452 11.0 11.0 0.51 32.7

906 905 396 27.7 1.25

905 904 357 21.5 1.00

Z calculated

Z calculated

EB


5.4

5.8

6.4

EB


27.1

30.3

31.3


I‐15 NB ‐ Las Vegas Blvd 2101 32.3

WB

25.2Dean Martin ‐ Polaris

1.13

1.4 4

4.1 5

2.0 5

17.4 28.2

10

10

1.03

0.94

39.5

30.9

27.9

Field

Segment USN

CORSIM

Direction DSN

753

4.5WB 17.6 21.8


Direction Segment USN DSN

CORSIM Field

101.50 1.1 3

753 14.2

25.7

32.4

10

Meets Z‐

test

threshold?

No

No

Meets Z‐

test

threshold?

No

No

I‐15/Tropicana Interchange Feasibility Study

Documents

Transcript of I‐15/Tropicana Interchange Feasibility Study