nser blvd rving to aradise - bernalillo county...noise analysis unser blvd: irving to paradise 4...

UNSER BLVD: IRVING TO PARADISE NOISE ANALYSIS

MARCH 24, 2017

Prepared For:

Bernalillo County

One Civic Plaza 10th FL #10045

Albuquerque, NM 87102

Prepared By:

Bohannan Huston

7500 Jefferson St NE

Courtyard I

Albuquerque, NM 87109

TABLE OF CONTENTS

Introduction ................................................................................................................................... 2

Existing Conditions ....................................................................................................................... 2

Noise Model Results ..................................................................................................................... 4

Noise Wall Results ........................................................................................................................ 8

Noise Wall Locations ................................................................................................................. 8

Noise Wall Analysis ................................................................................................................... 8

Constructability .................................................................................................................... 11

Noise Reduction .................................................................................................................. 13

Cost Effectiveness ............................................................................................................... 14

Public Opinion ...................................................................................................................... 15

Safety and Aesthetics .......................................................................................................... 15

Preliminary Costs .................................................................................................................... 15

Conclusions and Recommendations .......................................................................................... 16

TABLE OF FIGURES

Figure 1 – Measured Receptor Locations ..................................................................................... 3

Figure 2 – Modeled Receptor Locations ....................................................................................... 6

Figure 3 – Noise Wall Analysis ................................................................................................... 10

Figure 4 – Typical Section: Alder to Irving (West Side) .............................................................. 11

Figure 5 – Typical Section: Paradise to Alder (West Side) ......................................................... 12

Figure 6 – Typical Section: Essex to Fordham (East Side) ........................................................ 12

Figure 7 – Typical Section: Paradise to Essex (East Side) ......................................................... 13

LIST OF TABLES

Table 1 – Existing Noise Measurements (Average A-Weighted Decibels [dBA Leq]) .................. 4

Table 2 – Noise Abatement Criteria from 23 CFR, Part 772 ......................................................... 5

Table 3 – Noise Modeling Results – AM Peak .............................................................................. 8

Table 4 – Noise Modeling Results – PM Peak .............................................................................. 8

Table 5 – Noise Wall Analysis (PM Results) ............................................................................... 14

Table 6 – Noise Wall Cost-Effective Calculations ($28/sq ft) ...................................................... 15

Table 7 – Noise Wall Preliminary Cost Estimates ($30/sq ft) ..................................................... 16

Noise Analysis Unser Blvd: Irving to Paradise

1

APPENDIX

Appendix A New Mexico Department of Transportation Infrastructure Design Direction 2011-02

Appendix B Traffic Counts

Appendix C Traffic Noise Model 2.5 Results


2

INTRODUCTION

This report documents the methodology and findings of a traffic noise analysis prepared for the

Unser Boulevard (Blvd) Noise Study: Irving to Paradise (previously known as Lyon Blvd Noise

Study) in Bernalillo County, New Mexico. Bernalillo County has contracted with Bohannan

Huston to update the traffic noise study for Unser Blvd from the intersections of Paradise Blvd to

Irving Blvd. The original study was identified as the Lyon Boulevard Noise Study and was

completed in 2007 by Mike Henderson Consulting, LLC. This study will re-evaluate the noise

levels along the corridor subsequent to construction of the proposed project under current traffic

conditions. The results will help inform Bernalillo County as to whether or not noise mitigation is

warranted at this time.

In order to provide a foundation for this process, the traffic noise measurements and analysis

were completed in compliance with the NMDOT Infrastructure Design Directive, IDD 2011-02

(IDD 2011-02) (Appendix A), and Procedures for Abatement of Highway Traffic Noise and

Construction Noise, dated April 25, 2011. The results identified under these regulations are

developed only to provide guidance to the County. The results and recommendations do not

represent any measure of compliance requirements because there were no state or federal

funds used to complete the improvement project along Unser Blvd.

EXISTING CONDITIONS

The Unser Blvd project corridor is located within Bernalillo County on the west side of

Albuquerque between Paradise Blvd and Irving Blvd. Noise-sensitive land uses along the

roadway are largely residential structures and less sensitive commercial businesses including a

gas station and emergency services including a fire station located on the southwest side of

Unser Blvd within the study area.

Current noise conditions along Unser Blvd were evaluated by conducting field noise

measurements and using computer models to predict noise levels with actual traffic counts

taken in December of 2016 (Appendix B). For the field analysis, the three receptor locations

chosen for measurement are shown in Figure 1. Locations were kept as close to the 2007

measurement locations as possible, with some modifications due to the roadway improvements.

All receptors are located in residential land uses, or as close to them given access restrictions.

Most residences have cement block walls; however, they are not consistent enough to be

considered existing noise mitigation due to sporadic metal and wood gates.


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Figure 1 – Measured Receptor Locations


4

Noise measurements were performed on Tuesday, December 6, 2016 during the AM peak

period. Atmospheric conditions during the morning noise measurements were overcast and

approximately 48°F. Additional measurements were taken on Wednesday, December 7, 2016

during the PM peak period. Atmospheric conditions during the evening noise measurements

were breezy and approximately 40°F.

Noise levels in the field were captured using a calibrated Larson Davis sound level meter, with

data measured in A-weighted decibels (dBA) at the appropriate setting for highway noise

analysis. Noise levels were captured in 15-minute sampling periods, this allows for the

accommodation of individual sound events and provides a noise level more representative of

what is heard by the human ear.

The field measurements were collected to calibrate noise modeling of current conditions, at the

same/similar locations identified in the 2007 Lyons Boulevard Noise Study. Results for

Receptors A, C, and D are listed in Table 1. It was not possible to perform measurements at

Receptors B because it was on private property.

As directed by NMDOT and FHWA guidelines, decisions regarding noise mitigation are not

made based on the measured levels. The determination on whether noise mitigation is

warranted, is made based on the modeled results provided in the next section.

Table 1 – Existing Noise Measurements (Average A-Weighted Decibels [dBA Leq])

Receptor Date AM/PM Leq (dBA) Date AM/PM Leq (dBA)

A 12/6/2016 AM 69 12/7/2016 PM 68

C 12/6/2016 AM 68 12/7/2016 PM 69

D 12/6/2016 AM 68 12/7/2016 PM 69

NOISE MODEL RESULTS

The relative loudness of a sound or noise is described in units of decibels (dB), a measure of

sound pressure on a logarithmic scale. For roadway noise studies, traffic noise is averaged over

a 1-hour peak noise period and is expressed as an equivalent noise level (Leq). An A-weighted

filter is also used to correlate physical noise levels with the frequency sensitivity of human

hearing and the subjective response to noise. Thus, traffic noise conditions are generally

discussed in terms of hourly average weighted noise levels in decibels, or dBA Leq. The noise

standards of NMDOT and FHWA are based on a 1-hour dBA Leq, calculated during the peak

hour of traffic.


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NMDOT and FHWA have adopted specific policies and procedures for evaluating traffic noise

impacts and the need for noise abatement. According to these procedures, noise abatement

must be considered when predicted traffic noise levels approach or exceed specified noise

abatement criteria (NAC) defined for various land use categories or when future noise levels

substantially exceed existing levels (by 10 dBA or more). NMDOT’s noise policy defines

“approach” as being within 1 dBA of the appropriate NAC. Table 2 summarizes the NAC defined

by FHWA and NMDOT’s noise policies.

Table 2 – Noise Abatement Criteria from 23 CFR, Part 772 (Average A-Weighted Decibels [dBA Leq])

Activity Category

Activity Criteria

Activity Location

Activity Location

A 57 Exterior

Lands on which serenity and quiet are of extraordinary significance and serve an important public need, and where the preservation of those qualities is essential if the area is to continue to serve its intended purpose.

B 67 Exterior Residential

C 67 Exterior

Active sports areas, amphitheaters, auditoriums, campgrounds, cemeteries, daycare centers, hospitals, libraries, medical facilities, parks, picnic areas, places of worship, playgrounds, public meeting rooms, public or nonprofit institutional structures, radio studios, recording studios, recreation areas, Section 4(f) sites, schools, television studios, trails, and trail crossings.

D 52 Interior

Auditoriums, daycare centers, hospitals, libraries, medical facilities, places of worship, public meeting rooms, public or nonprofit institutional structures, radio studios, recording studios, schools, and television studios.

E 72 Exterior Hotels, motels, offices, restaurants/bars, and other developed lands, properties or activities not included in previous A-D or F activity categories.

F N/A N/A

Agriculture, airports, bus yards, emergency services, industrial, logging, maintenance facilities, manufacturing, mining, rail yards, retail facilities, shipyards, utilities (water resources, water treatment, electrical), and warehousing.

G N/A N/A Undeveloped lands that are not permitted.

The receptors selected for modeling consist of land uses that are indicated under Category B

(houses), Category E (retail), and Category F (fire station) as shown in Table 2. For this traffic

noise analysis, the sensitive noise receptors in the project area include existing residences.

As presented in the previous section, measurement locations were also modeled for calibration

and used for supplemental data points. In addition, to better represent the noise levels within the

backyards of the residences and as prescribed by the IDD 2011-02, four additional locations

were identified for modeling purposes for a total of seven modeled receptors for analysis along

the corridor (Figure 2).


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Figure 2 – Modeled Receptor Locations


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Noise levels were calculated for the study with the FHWA’s Traffic Noise Model (TNM) (Version

2.5) (FHWA 2004) using 2016 traffic counts. The TNM model uses site-specific information

including traffic volumes and speeds, vehicle classification data, roadway geometry, and site

acoustical properties to predict peak-hour noise levels at selected receptor locations. The

following data points and assumptions (inputs) were used to produce the noise analysis results.

The traffic volume data utilized for the TNM model of existing conditions on Unser Blvd

between Paradise Blvd and Irving Blvd was obtained from December 2016 traffic counts

(Appendix B).

The traffic mix assumed along Unser Blvd was based on data collected in the field and

the traffic counts completed in December of 2016. In order to provide a conservative

analysis, traffic mix was represented as 1% of medium trucks and .05% heavy trucks in

the model analysis.

Traffic speed used in the model was based on the actual speed limit of 40 MPH along

Unser Blvd.

The existing roadway alignment as well as some of the receptor locations were based on

the data provided in the Lyon Blvd Noise Study (2007), the Construction Plans for Lyon

Blvd (2008), and data from Google Earth.

Noise level results for 2016, using TNM, are provided below for all seven noise receptors

identified in Figure 2 along the study corridor. The IDD 2011-02 requires that all receptors that

approach by (1dBA) or equal 67 dBA warrant the evaluation of noise mitigation. Therefore,

model results indicate that almost all receptors (at 66 dBA or above) meet this requirement and

consideration of noise mitigation is warranted along almost the entire corridor. The only

exception is Receptor F representing the section on the east side between Fordham Dr and

Irving Blvd.; therefore, no noise mitigation will be considered in that location.


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Table 3 – Noise Modeling Results – AM Peak

Table 4 – Noise Modeling Results – PM Peak

(Average A-Weighted Decibels [dBA Leq]) (Average A-Weighted Decibels [dBA Leq])

Receptor Description Modeled

Noise Level Receptor Description

Modeled Noise Level

A Residential 66.8 A Residential 66.7

C Residential 66.1 C Residential 66.4

D Residential 67.6 D Residential 67.5

B Residential 66.2 B Residential 66.5

E Residential 67.0 E Residential 66.8

F Residential 64.7 F Residential 65.0

G Residential 66.5 G Residential 66.4

BOLD represents areas which warrant noise mitigation consideration.

NOISE WALL RESULTS

Noise Wall Locations

As a result of the existing intersections along the corridor, noise walls were developed as four

separate walls with one wall considered on the east side of Unser Blvd and three walls

considered on the west side of Unser Blvd. In addition, the wall termini were not extended

directly to the intersections due to the need to preserve an adequate sight distance for vehicles

turning onto Unser Blvd. The location of the four walls analyzed under this study are listed

below and represented in Figure 3.

East side of Unser Blvd between Fordham Dr and Paradise Blvd

West side of Unser Blvd between Paradise Blvd and Essex Dr

West side of Unser between Essex Dr and Alder Dr

West side of Unser between Alder Dr and Irving Blvd

Noise Wall Analysis

The IDD-2011-02 includes some requirements for feasibility and reasonability in order for a

noise walls to be warranted. A summary of these are provided here with further detail in

Appendix A. All of these factors were taken into consideration when evaluating each of the four

noise walls proposed. In addition, the need to meet the 5 dBA and the 7 dBA reduction levels

was used to determine the height of each wall considered, as they vary by location.


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Feasibility Criteria:

1) Constructability.

2) Noise reduction of 5dBA at over 50% of impacted residences.

Reasonableness Criteria:

1) Noise reduction of 7 dBA for at least 10% of impacted receptors.

2) Cost Effectiveness.

3) Public opinion.

Table 5 provides a summary of the noise walls analysis. Noise wall analysis was completed for

the PM peak period only, as the traffic noise levels were slightly higher during the PM peak so it

was considered the worst-case scenario.


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Figure 3 – Noise Wall Analysis


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Constructability

All four noise walls are expected to be feasible from an engineering constructability perspective;

however, compromises will need to be made. There are some concerns regarding the location

of the wall and available right-of-way. The noise walls will have to be placed between the

sidewalk and the existing backyard walls. There is approximately 9-feet to 19-feet between the

existing curb and backyard walls. The noise walls will require at least 4-6 feet for the footings

and wall structure. It is also recommended that the proposed noise wall is constructed a

minimum of 5 feet from the existing backyard walls to avoid any negative structural impacts to

the existing walls. The sidewalk/multi-use path requires 4-8 feet, and may need to be relocated,

reduced in size, or removed.

More detailed analysis allowed the development of preliminary typical sections, shown below:

From Alder to Irving (west side), the construction of the noise wall would result in the reduction

in sidewalk width down to 5 feet.

Figure 4 – Typical Section: Alder to Irving (West Side)

From Paradise to Alder (west side), the construction of the noise wall would result in the

removal of the sidewalk completely because there is not enough continuous right-of-way to

meet the 4-foot minimum width required for a sidewalk. Potentially, there is the 5-foot width

available between the backyard wall and the noise wall, but this would result in a potentially

dangerous location for a sidewalk with limited visibility and maintenance/emergency access.


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Figure 5 – Typical Section: Paradise to Alder (West Side)

From Essex to Fordham (east side), the noise wall would cause the multi-use path to be

relocated closer to the curb.

Figure 6 – Typical Section: Essex to Fordham (East Side)

From Paradise to Essex (east side), the construction of the noise wall would result in the

removal of the multi-use path completely because there is not enough continuous right-of-way

to meet the 4-foot minimum width required for a sidewalk. Potentially, there is the 5-foot width

available between the backyard wall and the noise wall, but this would result in a potentially

dangerous location for a sidewalk with limited visibility and maintenance/emergency access.


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Figure 7 – Typical Section: Paradise to Essex (East Side)

In addition, further evaluations have determined that there are impacts to the clear zone along

the entire length of the proposed wall locations. Per AASHTO Roadside Design Guide 4th

Edition 2011, the clear zone distance for a 45 MPH design speed (40 MPH posted speed limit),

the clear zone is 18’-20’. The proposed noise wall would be within the clear zone in all

locations. This would result in the need to place a half concrete wall barrier adjacent to the wall

on the roadway side and to have crash attenuators at each end of the noise wall at each break.

Noise Reduction

Table 5 includes the model results with and without the noise wall (barrier), with the expected

change in dBA represented. In almost all cases this change is above 7dBA for at least one

receptor, so that the noise wall proposed meets the criteria for reasonableness under the IDD

2011-02. The wall considered along the WS: Paradise to Essex did not produce the required

magnitude of change, even at 9 feet in height; therefore, further evaluation of that wall location

was not appropriate and this wall is not warranted.

The wall height and length was refined with the model and determined based on the need to get

the required amount of noise reduction for the most receptors. The total impacted receptors

(houses) for each proposed noise wall is documented in Table 5 with further detail on the

number of receptors (houses) which are expected to get at least a 5 dBA reduction. This

analysis was completed using the PM noise modeling results as they represent the most

conservative scenario.


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Table 5 – Noise Wall Analysis (Walls Warranted)

ES: Fordham to Paradise - WARRANTED Results without Barrier (dBA)

Results with Barrier (dBA)

Change in dBA

Wall Height (ft)

Wall Length (ft)

Total # of Houses

# of houses with 5 dBA reduction

66.5 57.2 9.3 5 1160 7 5

WS: Essex to Alder - WARRANTED Results without Barrier (dBA)


Change in dBA

Wall Height (ft)

Wall Length (ft)

Total # of Houses


66.8 59.1 7.7 9 1010 12 8

WS: Alder to Irving - WARRANTED Results without Barrier (dBA)


Change in dBA

Wall Height (ft)

Wall Length (ft)

Total # of Houses


66.4 58.4 8 5.5 350 4 2

Table 6 – Noise Wall Analysis (Walls Not Warranted)

WS: Paradise to Essex – NOT WARRANTED Results without Barrier (dBA)


Change in dBA

Wall Height (ft)

Wall Length (ft)

Total # of Houses


66.7 65.4 1.3 9 280 2 0

Cost Effectiveness

Cost effectiveness was considered to provide a state-wide protocol for noise wall construction,

as required in IDD-2011-02. It is determined for a decision-making condition only, by using $28

per square foot and then applying it to get a unit cost for each benefited receptor. The maximum

allowable expenditure under IDD-2011-02 is $40,000 per receptor. The data in Table 7 indicates

that all proposed noise walls do meet the cost effectiveness parameters for Reasonableness.


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Table 7 – Noise Wall Cost-Effective Calculations ($28/sq ft)

Wall Name Total Cost Cost per Benefited

Receptor

ES: Fordham to Paradise $162,400.00 $32,480.00

WS: Paradise to Essex $70,560.00 NA

WS: Essex to Alder $254,520.00 $31,815.00

WS: Alder to Irving $53,900.00 $26,950.00

Public Opinion

Prior to any final recommendations or decisions, the public would need to be informed and

participate in the decision-making process. Outreach to the benefitted receptors adjacent to the

corridor should include information on the expected noise mitigation, preliminary costs, and

potential aesthetic and safety concerns. The decision on the potential construction of the noise

walls would be informed by the preference of 51% or more of the benefitted receptors.

Safety and Aesthetics

Although not identified in IDD-2011-02 specifically as decision-making criteria, there are some

other concerns to be considered and shared with the public: aesthetics and safety. Due to the

height and location of the proposed noise walls, these issues should also be evaluated. The

proposed noise walls would have to be placed between the sidewalk and the private property

right-of-way line, and as previously calculated this design will result in a 5-foot gap between the

noise wall and the backyard fences. This will feel like a narrow tunnel and may pose safety

concerns as this area will not be very visible at any time or well-lit in the evening hours. It may

also collect trash and encourage graffiti. A major aesthetic concern is the significant height

required for two of the west side walls. Nine feet may feel daunting in a neighborhood setting,

and the variation between 5 feet and 9 feet will only exaggerate that potential. Finally, many of

the existing homes have some kind of backyard wall, several with gates for potential access to

the street or sidewalk. Putting in noise walls would render these gates useless for the existing

property owners.

Preliminary Costs

In order to provide the County with additional data for decision-making purposes some

preliminary cost estimates to construct the three proposed noise walls were developed (Table

8). The cost estimates were based on an average of $30 per square foot including the concrete


16

piles for structural strength. This average cost was collected from the NMDOT Standard Bid

Tabs.

Table 8 – Noise Wall Preliminary Cost Estimates ($30/sq ft)

Wall Name Total Cost

ES: Fordham to Paradise $174,000.00

WS: Essex to Alder $272,700.00

WS: Alder to Irving $57,750.00

CONCLUSIONS AND RECOMMENDATIONS

TNM model results indicate that almost all receptors warranted the evaluation of noise

mitigation. Noise mitigation analysis included the consideration of four separate noise walls.

Three of the four noise walls analyzed are warranted based on the technical and quantifiable

criteria provided in the IDD-2011-02. The walls proposed are of varying heights and are

expected to mitigate noise levels at a threshold of 5dBA or more for approximately 60% of the

adjacent houses. In addition, there should be some level of reduction for all houses adjacent to

the corridor as well as those one or two houses back from the corridor.

However, there are some concerns regarding engineering feasibility, safety, and aesthetics due

to the necessary placement location required for the noise walls. As represented in this study,

the proposed walls result in the removal, reduction, and relocation of pedestrian facilities. In

addition, there are safety concerns associated with clear zone for vehicular traffic. The County

should also consider the potential safety and aesthetic concerns associated with the proposed

noise walls. If the County chooses to pursue the construction of the noise walls as represented

in this Study, all of this information should be disclosed to the public with an opportunity to

collect their opinion on the proposed locations, height, and potential safety and aesthetic

concerns.

As previously identified, the process utilized for this analysis was based on state and federal

regulations for noise mitigation. This approach provides results that guide the County in

decision-making but do not require the County to build the warranted noise walls. Ultimately,

the County can make the final decision regarding construction of the noise walls based on

overall benefit to the community.

Appendix A New Mexico Department of Transportation

Infrastructure Design Direction 2011-02


Appendix B Traffic Counts

Basic Volume Report: SB Unser

Station ID : SB UnserInfo Line 1 : Between Fordham and AlderInfo Line 2 : Albuquerque

DB File : SB UNSER.DBNumber of Lanes :

0.0 mph2

Posted Speed Limit :

240901.62ApolloLast Connected Device Type :

Version Number :Serial Number :

Lane #1 Configuration

# Dir. Information Volume Mode Volume Sensors Divide By 2 Comment

1. Inside Lane Normal Veh. No

GPS Lat/Lon :

Lane #1 Basic Volume Data From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016

Date Time :00 :15 :30 :45 Total

12/6/2016 00:00 13 9 6 6 34

Tue 01:00 5 9 4 6 24

02:00 5 11 8 6 30

03:00 10 15 13 16 54

04:00 16 15 33 32 96

05:00 55 78 129 118 380

06:00 168 190 236 251 845

07:00 221 201 222 204 848

08:00 185 159 186 146 676

09:00 135 136 126 110 507

10:00 100 110 105 112 427

11:00 96 106 106 117 425

12:00 116 109 99 102 426

13:00 108 107 100 120 435

14:00 136 118 116 119 489

15:00 156 140 164 151 611

16:00 166 186 170 144 666

17:00 188 159 138 164 649

18:00 146 131 102 93 472

19:00 75 90 86 63 314

20:00 75 57 73 58 263

21:00 64 35 60 38 197

22:00 34 41 27 17 119

23:00 22 18 21 17 78

Day Total : 9065

AM Total :

PM Total :

Peak AM Hour :

Peak PM Hour :

Average Period :

Average Hour :

Peak AM Factor :

Peak PM Factor :

4346 (47.9%)

4719 (52.1%)

0.905

0.915

94.4

377.7

06:30 =

16:15 =

909 (10.0%)

688 (7.6%)

Centurion Basic Volume Report Printed: 12/8/2016 Page 1Centurion Basic Volume Report Printed: 12/8/2016 Page 1

Station: SB Unser Lane #1 Data From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016


12/7/2016 00:00 12 11 12 2 37

Wed 01:00 6 6 7 4 23

02:00 7 9 10 9 35

03:00 7 6 11 11 35

04:00 11 23 34 32 100

05:00 61 86 118 106 371

06:00 177 200 248 228 853

07:00 219 188 214 187 808

08:00 215 159 171 145 690

09:00 149 125 128 126 528

10:00 108 105 110 92 415

11:00 105 97 133 100 435

12:00 133 128 121 130 512

13:00 119 120 126 80 445

14:00 139 145 131 138 553

15:00 122 136 162 128 548

16:00 167 164 157 166 654

17:00 183 150 162 165 660

18:00 118 148 89 86 441

19:00 80 79 79 61 299

20:00 74 79 65 57 275

21:00 55 41 67 35 198

22:00 29 61 28 27 145

23:00 31 20 21 14 86

Day Total : 9146

AM Total :

PM Total :

Peak AM Hour :

Peak PM Hour :

Average Period :

Average Hour :

Peak AM Factor :

Peak PM Factor :

4330 (47.3%)

4816 (52.7%)

0.902

0.915

95.3

381.1

06:15 =

16:15 =

895 (9.8%)

670 (7.3%)

Centurion Basic Volume Report Printed: 12/8/2016 Page 2





2. Outside Lane Normal Veh. No


12/6/2016 00:00 0 1 0 2 3

Tue 01:00 2 4 4 2 12

02:00 1 1 3 1 6

03:00 0 3 4 4 11

04:00 6 3 7 6 22

05:00 5 13 12 20 50

06:00 23 38 46 45 152

07:00 85 65 72 101 323

08:00 109 48 53 47 257

09:00 48 55 36 34 173

10:00 39 27 42 40 148

11:00 43 38 45 41 167

12:00 42 43 40 40 165

13:00 44 35 54 43 176

14:00 54 52 63 77 246

15:00 68 61 64 59 252

16:00 79 71 87 68 305

17:00 70 72 57 59 258

18:00 66 92 66 57 281

19:00 42 27 38 30 137

20:00 24 28 26 35 113

21:00 32 25 23 11 91

22:00 15 20 8 5 48

23:00 10 6 9 4 29

Day Total : 3425

AM Total :

PM Total :

Peak AM Hour :

Peak PM Hour :

Average Period :

Average Hour :

Peak AM Factor :

Peak PM Factor :

1324 (38.7%)

2101 (61.3%)

0.796

0.829

35.7

142.7

07:15 =

16:00 =

347 (10.1%)

305 (8.9%)




12/7/2016 00:00 7 4 6 3 20

Wed 01:00 0 0 5 3 8

02:00 6 2 2 2 12

03:00 2 2 5 4 13

04:00 1 6 9 9 25

05:00 10 11 16 14 51

06:00 34 36 43 70 183

07:00 90 71 78 94 333

08:00 106 64 69 51 290

09:00 38 33 30 39 140

10:00 50 37 34 45 166

11:00 34 34 48 49 165

12:00 54 38 44 51 187

13:00 37 40 43 41 161

14:00 69 62 55 65 251

15:00 81 56 73 65 275

16:00 67 83 75 72 297

17:00 73 84 74 90 321

18:00 68 64 44 58 234

19:00 41 38 30 30 139

20:00 30 27 43 28 128

21:00 21 24 20 18 83

22:00 19 12 10 11 52

23:00 6 10 11 6 33

Day Total : 3567

AM Total :

PM Total :

Peak AM Hour :

Peak PM Hour :

Average Period :

Average Hour :

Peak AM Factor :

Peak PM Factor :

1406 (39.4%)

2161 (60.6%)

0.823

0.892

37.2

148.6

07:15 =

17:00 =

349 (9.8%)

321 (9.0%)


Basic Volume Summary: SB Unser

Grand Total For Data From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016

Total Count # Of Days ADT Avg. Period PM Total & PercentAvg. Hour AM Total & PercentLane

#1. 18211 2.00 9106 94.8 379.4 8676 9535(72.3%) (52.4%)(47.6%)

#2. 6992 2.00 3496 36.4 145.7 2730 4262(27.7%) (61.0%)(39.0%)

ALL 25203 2.00 12602 131.2 525.1 11406 13797 (54.7%)(45.3%)

Lane Peak AM Hour Peak AM Factor Peak PM Hour Peak PM FactorDate Date

#1. 06:30 = 909 0.905 16:15 = 688 0.91512/06/2016 12/06/2016

#2. 07:15 = 349 0.823 17:00 = 321 0.89212/07/2016 12/07/2016


Basic Volume Report: NB Unser

Station ID : NB UnserInfo Line 1 : Between Fordham and AlderInfo Line 2 : Albuquerque

DB File : NB UNS.DBNumber of Lanes :

0.0 mph2






1. Inside Lane Normal Veh. No

GPS Lat/Lon :



12/6/2016 00:00 10 8 12 11 41

Tue 01:00 12 11 7 5 35

02:00 5 3 4 7 19

03:00 3 1 8 6 18

04:00 6 7 8 6 27

05:00 6 12 22 24 64

06:00 21 49 63 92 225

07:00 79 67 111 102 359

08:00 105 96 83 97 381

09:00 89 84 74 65 312

10:00 73 69 64 68 274

11:00 69 57 72 79 277

12:00 67 75 76 80 298

13:00 84 66 79 91 320

14:00 83 80 109 110 382

15:00 114 141 143 165 563

16:00 134 162 132 152 580

17:00 142 157 133 150 582

18:00 148 120 141 117 526

19:00 98 90 106 74 368

20:00 64 90 67 69 290

21:00 54 55 48 31 188

22:00 25 36 30 32 123

23:00 13 26 26 21 86

Day Total : 6338

AM Total :

PM Total :

Peak AM Hour :

Peak PM Hour :

Average Period :

Average Hour :

Peak AM Factor :

Peak PM Factor :

2032 (32.1%)

4306 (67.9%)

0.932

0.915

66.0

264.1

07:30 =

15:30 =

414 (6.5%)

604 (9.5%)


Station: NB Unser Lane #1 Data From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016


12/7/2016 00:00 11 14 20 9 54

Wed 01:00 6 5 12 11 34

02:00 8 4 10 7 29

03:00 4 7 4 3 18

04:00 4 6 4 7 21

05:00 7 13 13 32 65

06:00 26 39 69 93 227

07:00 70 94 97 130 391

08:00 85 105 82 102 374

09:00 92 72 70 75 309

10:00 64 66 70 59 259

11:00 75 64 90 70 299

12:00 78 88 86 94 346

13:00 73 101 71 95 340

14:00 78 85 103 111 377

15:00 109 149 124 159 541

16:00 153 145 176 158 632

17:00 149 148 159 134 590

18:00 151 139 141 117 548

19:00 98 95 99 77 369

20:00 69 88 91 67 315

21:00 71 49 57 57 234

22:00 56 35 42 16 149

23:00 32 27 30 15 104

Day Total : 6625

AM Total :

PM Total :

Peak AM Hour :

Peak PM Hour :

Average Period :

Average Hour :

Peak AM Factor :

Peak PM Factor :

2080 (31.4%)

4545 (68.6%)

0.802

0.899

69.0

276.0

07:30 =

15:45 =

417 (6.3%)

633 (9.6%)






2. Outside Lane Normal Veh. No


12/6/2016 00:00 9 17 12 5 43

Tue 01:00 4 4 7 2 17

02:00 4 3 4 2 13

03:00 4 5 7 7 23

04:00 0 2 9 7 18

05:00 10 17 17 29 73

06:00 26 57 60 94 237

07:00 84 87 105 98 374

08:00 106 114 81 108 409

09:00 74 70 69 56 269

10:00 60 61 57 63 241

11:00 49 53 66 53 221

12:00 56 61 70 84 271

13:00 77 67 71 59 274

14:00 66 66 84 92 308

15:00 88 114 93 104 399

16:00 110 129 88 107 434

17:00 105 115 113 119 452

18:00 108 93 90 91 382

19:00 76 64 68 74 282

20:00 56 67 51 50 224

21:00 35 39 35 20 129

22:00 27 33 19 14 93

23:00 9 16 14 10 49

Day Total : 5235

AM Total :

PM Total :

Peak AM Hour :

Peak PM Hour :

Average Period :

Average Hour :

Peak AM Factor :

Peak PM Factor :

1938 (37.0%)

3297 (63.0%)

0.928

0.882

54.5

218.1

07:30 =

17:15 =

423 (8.1%)

455 (8.7%)




12/7/2016 00:00 10 4 8 10 32

Wed 01:00 6 7 2 7 22

02:00 4 3 3 1 11

03:00 3 2 2 3 10

04:00 6 5 6 8 25

05:00 11 13 18 27 69

06:00 30 47 61 83 221

07:00 80 93 97 106 376

08:00 103 120 82 85 390

09:00 74 61 60 53 248

10:00 62 62 76 55 255

11:00 50 54 68 74 246

12:00 58 69 79 89 295

13:00 63 76 78 83 300

14:00 75 80 85 95 335

15:00 101 132 95 117 445

16:00 108 106 119 118 451

17:00 103 105 101 114 423

18:00 107 89 101 82 379

19:00 70 77 60 41 248

20:00 52 58 66 69 245

21:00 48 42 37 40 167

22:00 30 28 28 14 100

23:00 14 22 8 17 61

Day Total : 5354

AM Total :

PM Total :

Peak AM Hour :

Peak PM Hour :

Average Period :

Average Hour :

Peak AM Factor :

Peak PM Factor :

1905 (35.6%)

3449 (64.4%)

0.887

0.856

55.8

223.1

07:30 =

15:15 =

426 (8.0%)

452 (8.4%)


Basic Volume Summary: NB Unser

Grand Total For Data From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016

Total Count # Of Days ADT Avg. Period PM Total & PercentAvg. Hour AM Total & PercentLane

#1. 12963 2.00 6482 67.5 270.1 4112 8851(55.0%) (68.3%)(31.7%)

#2. 10589 2.00 5295 55.2 220.6 3843 6746(45.0%) (63.7%)(36.3%)

ALL 23552 2.00 11777 122.7 490.7 7955 15597 (66.2%)(33.8%)

Lane Peak AM Hour Peak AM Factor Peak PM Hour Peak PM FactorDate Date

#1. 07:30 = 417 0.802 15:45 = 633 0.89912/07/2016 12/07/2016

#2. 07:30 = 426 0.887 17:15 = 455 0.88212/07/2016 12/06/2016


Special Speed Study Report: SB Unser

Station ID : SB UnserInfo Line 1 : Between Fordham and AlderInfo Line 2 : Albuquerque

DB File : SB UNSER.DBNumber of Lanes :

0.0 mph2




GPS Lat/Lon :


# Dir. Vehicle SensorsInformation Sensor Spacing Loop Length Comment

1. Inside Lane Ax-Ax 4.0 ft 6.0 ft

Lane #1 Special Speed Study Data From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016

Date Time

#1 #2 #3 #5#4 #7#6 #8 #9 #10 #11 #12 #13 #16#15#14

Total

0 - 19.9

20 -

24.9

25 -

29.9

30 -

34.9

35 -

39.9

40 -

44.9

45 -

49.9

50 - 55 - 60 - 65 - 70 - 75 -

54.9 59.9 64.9 69.9 74.9 79.9 Other89.9

85 -

84.9

80 -

12/6/201 00:00 0 0 0 1 14 10 5 2 1 1 0 0 0 0 0 0 34

Tue 01:00 0 0 0 0 6 12 5 1 0 0 0 0 0 0 0 0 24

02:00 0 1 1 3 4 12 7 1 1 0 0 0 0 0 0 0 30

03:00 0 0 0 2 15 20 11 4 1 1 0 0 0 0 0 0 54

04:00 0 0 0 2 28 30 27 6 2 0 1 0 0 0 0 0 96

05:00 0 3 4 27 128 147 52 14 4 1 0 0 0 0 0 0 380

06:00 0 12 52 176 341 209 46 8 1 0 0 0 0 0 0 0 845

07:00 23 40 70 207 330 148 27 2 1 0 0 0 0 0 0 0 848

08:00 9 9 43 90 272 185 58 9 1 0 0 0 0 0 0 0 676

09:00 1 1 14 84 237 133 28 8 1 0 0 0 0 0 0 0 507

10:00 0 4 12 66 178 137 25 5 0 0 0 0 0 0 0 0 427

11:00 0 3 17 94 172 115 22 1 1 0 0 0 0 0 0 0 425

12:00 0 6 19 68 202 107 20 4 0 0 0 0 0 0 0 0 426

13:00 0 4 19 71 213 98 22 8 0 0 0 0 0 0 0 0 435

14:00 0 8 10 99 219 129 20 4 0 0 0 0 0 0 0 0 489

15:00 1 4 28 99 245 180 42 11 1 0 0 0 0 0 0 0 611

16:00 2 6 21 146 248 187 43 8 3 2 0 0 0 0 0 0 666

17:00 10 16 38 112 264 165 31 11 2 0 0 0 0 0 0 0 649

18:00 0 1 16 79 224 117 25 7 3 0 0 0 0 0 0 0 472

19:00 0 2 19 62 127 75 24 3 1 1 0 0 0 0 0 0 314

20:00 0 0 6 35 120 75 18 7 1 1 0 0 0 0 0 0 263

21:00 1 2 2 43 74 56 16 2 0 1 0 0 0 0 0 0 197

22:00 0 2 1 13 42 41 16 2 2 0 0 0 0 0 0 0 119

23:00 0 0 0 8 27 31 7 5 0 0 0 0 0 0 0 0 78

Daily Total : 3730 2419 597 133 27 8 1 0 0 0 0 0 906547 124 392 15871% 1% 4% 18% 41% 27% 7% 1% 0% 0% 0% 0% 0% 0% 0% 0% Percent :

Cum. Percent :

Average :1% 2% 6% 24% 65% 92% 98% 100% 100% 100% 100% 100% 100% 100% 100% 100%

2 5 16 66 155 101 25 6 1 0 0 0 0 0 0 0 377

Average Speed 50% Speed : 67% Speed : 85% Speed : 38.1 mph 38.2 mph 40.4 mph 43.8 mph10mph Pace: 35.0 - 44.9 (67.8%)

Centurion Special Speed Study Report Printed: 12/8/2016 Page 1Centurion Special Speed Study Report Printed: 12/8/2016 Page 1


Date Time

#1 #2 #3 #5#4 #7#6 #8 #9 #10 #11 #12 #13 #16#15#14

Total

0 - 19.9

20 -

24.9

25 -

29.9

30 -

34.9

35 -

39.9

40 -

44.9

45 -

49.9

50 - 55 - 60 - 65 - 70 - 75 -

54.9 59.9 64.9 69.9 74.9 79.9 Other89.9

85 -

84.9

80 -

12/7/201 00:00 0 0 0 4 18 11 2 2 0 0 0 0 0 0 0 0 37

Wed 01:00 0 0 0 4 3 7 6 2 1 0 0 0 0 0 0 0 23

02:00 0 0 0 1 12 11 10 1 0 0 0 0 0 0 0 0 35

03:00 0 0 0 1 12 11 4 5 2 0 0 0 0 0 0 0 35

04:00 0 1 1 0 23 37 27 10 1 0 0 0 0 0 0 0 100

05:00 0 0 6 38 124 136 45 14 5 2 1 0 0 0 0 0 371

06:00 11 21 57 185 336 195 37 11 0 0 0 0 0 0 0 0 853

07:00 31 27 77 179 332 131 29 2 0 0 0 0 0 0 0 0 808

08:00 20 26 39 89 263 193 54 3 2 1 0 0 0 0 0 0 690

09:00 1 13 28 68 217 144 39 13 4 1 0 0 0 0 0 0 528

10:00 0 11 20 74 168 106 27 9 0 0 0 0 0 0 0 0 415

11:00 0 2 18 53 187 128 37 8 2 0 0 0 0 0 0 0 435

12:00 0 3 8 66 256 147 25 6 1 0 0 0 0 0 0 0 512

13:00 2 2 8 79 198 129 22 3 1 1 0 0 0 0 0 0 445

14:00 1 11 23 84 240 147 36 7 4 0 0 0 0 0 0 0 553

15:00 0 0 11 73 212 197 44 11 0 0 0 0 0 0 0 0 548

16:00 2 6 35 137 281 151 34 5 2 1 0 0 0 0 0 0 654

17:00 9 12 47 139 288 127 34 4 0 0 0 0 0 0 0 0 660

18:00 0 4 11 84 195 115 27 1 3 1 0 0 0 0 0 0 441

19:00 0 0 12 66 117 78 18 6 2 0 0 0 0 0 0 0 299

20:00 1 0 4 46 126 74 18 5 1 0 0 0 0 0 0 0 275

21:00 0 0 3 30 81 64 15 3 2 0 0 0 0 0 0 0 198

22:00 0 0 1 7 50 51 24 8 2 2 0 0 0 0 0 0 145

23:00 0 0 3 6 28 34 9 4 2 0 0 0 0 0 0 0 86


Cum. Percent :

Average :1% 2% 7% 23% 65% 91% 98% 99% 100% 100% 100% 100% 100% 100% 100% 100%

3 6 17 63 157 101 26 6 2 0 0 0 0 0 0 0 381





# Dir. Information Vehicle Sensors Sensor Spacing Loop Length Comment

2. Outside Lane Ax-Ax 4.0 ft 6.0 ft


Date Time

#1 #2 #3 #5#4 #7#6 #8 #9 #10 #11 #12 #13 #16#15#14

Total

0 - 19.9

20 -

24.9

25 -

29.9

30 -

34.9

35 -

39.9

40 -

44.9

45 -

49.9

50 - 55 - 60 - 65 - 70 - 75 -

54.9 59.9 64.9 69.9 74.9 79.9 Other89.9

85 -

84.9

80 -

12/6/201 00:00 0 0 0 0 2 0 0 1 0 0 0 0 0 0 0 0 3

Tue 01:00 0 0 0 2 6 3 0 1 0 0 0 0 0 0 0 0 12

02:00 0 0 1 2 1 1 1 0 0 0 0 0 0 0 0 0 6

03:00 0 0 0 1 1 6 2 1 0 0 0 0 0 0 0 0 11

04:00 0 0 0 4 6 5 4 3 0 0 0 0 0 0 0 0 22

05:00 2 1 1 3 19 15 5 1 2 1 0 0 0 0 0 0 50

06:00 0 2 4 20 42 55 12 15 2 0 0 0 0 0 0 0 152

07:00 5 2 15 99 127 57 13 1 2 2 0 0 0 0 0 0 323

08:00 0 4 8 49 103 67 17 9 0 0 0 0 0 0 0 0 257

09:00 1 3 5 24 74 53 10 3 0 0 0 0 0 0 0 0 173

10:00 3 1 5 27 65 39 7 1 0 0 0 0 0 0 0 0 148

11:00 0 2 9 27 69 49 9 1 1 0 0 0 0 0 0 0 167

12:00 2 1 4 22 64 50 20 2 0 0 0 0 0 0 0 0 165

13:00 2 9 2 29 81 33 15 2 2 1 0 0 0 0 0 0 176

14:00 1 3 16 47 103 56 16 4 0 0 0 0 0 0 0 0 246

15:00 4 1 13 50 93 67 19 4 1 0 0 0 0 0 0 0 252

16:00 1 4 11 57 142 75 12 2 1 0 0 0 0 0 0 0 305

17:00 1 7 18 52 89 65 19 6 1 0 0 0 0 0 0 0 258

18:00 4 4 11 66 126 54 13 2 0 1 0 0 0 0 0 0 281

19:00 1 4 5 28 57 35 6 1 0 0 0 0 0 0 0 0 137

20:00 1 1 1 19 57 25 5 4 0 0 0 0 0 0 0 0 113

21:00 1 0 2 14 50 16 7 1 0 0 0 0 0 0 0 0 91

22:00 0 1 1 15 13 10 7 1 0 0 0 0 0 0 0 0 48

23:00 0 1 0 4 7 13 4 0 0 0 0 0 0 0 0 0 29


Cum. Percent :

Average :1% 2% 6% 25% 66% 91% 98% 100% 100% 100% 100% 100% 100% 100% 100% 100%

1 2 6 28 58 35 9 3 1 0 0 0 0 0 0 0 143




Date Time

#1 #2 #3 #5#4 #7#6 #8 #9 #10 #11 #12 #13 #16#15#14

Total

0 - 19.9

20 -

24.9

25 -

29.9

30 -

34.9

35 -

39.9

40 -

44.9

45 -

49.9

50 - 55 - 60 - 65 - 70 - 75 -

54.9 59.9 64.9 69.9 74.9 79.9 Other89.9

85 -

84.9

80 -

12/7/201 00:00 0 1 0 1 13 2 3 0 0 0 0 0 0 0 0 0 20

Wed 01:00 0 0 0 0 5 2 0 1 0 0 0 0 0 0 0 0 8

02:00 0 0 1 1 5 2 1 2 0 0 0 0 0 0 0 0 12

03:00 0 0 0 2 4 4 2 1 0 0 0 0 0 0 0 0 13

04:00 0 1 0 4 4 11 3 1 1 0 0 0 0 0 0 0 25

05:00 0 0 0 5 10 20 7 3 5 1 0 0 0 0 0 0 51

06:00 2 7 6 25 50 58 21 13 1 0 0 0 0 0 0 0 183

07:00 2 11 25 99 119 65 8 2 2 0 0 0 0 0 0 0 333

08:00 6 8 16 46 116 72 18 5 3 0 0 0 0 0 0 0 290

09:00 1 2 7 17 56 38 13 4 2 0 0 0 0 0 0 0 140

10:00 1 6 6 28 71 36 12 5 1 0 0 0 0 0 0 0 166

11:00 1 1 2 30 74 47 8 1 0 1 0 0 0 0 0 0 165

12:00 2 1 4 33 78 46 17 6 0 0 0 0 0 0 0 0 187

13:00 1 1 2 26 69 43 14 4 1 0 0 0 0 0 0 0 161

14:00 1 1 6 42 110 67 21 2 1 0 0 0 0 0 0 0 251

15:00 0 1 6 46 103 82 29 6 2 0 0 0 0 0 0 0 275

16:00 4 2 12 74 122 66 12 3 1 1 0 0 0 0 0 0 297

17:00 3 5 8 65 142 77 16 4 1 0 0 0 0 0 0 0 321

18:00 0 1 3 48 109 51 12 3 3 2 2 0 0 0 0 0 234

19:00 0 5 4 35 57 28 6 3 0 1 0 0 0 0 0 0 139

20:00 0 0 7 26 55 31 4 4 1 0 0 0 0 0 0 0 128

21:00 0 1 4 5 46 20 6 0 1 0 0 0 0 0 0 0 83

22:00 0 0 3 4 23 13 7 1 1 0 0 0 0 0 0 0 52

23:00 1 1 1 5 10 8 4 2 1 0 0 0 0 0 0 0 33


Cum. Percent :

Average :1% 2% 6% 24% 65% 90% 97% 99% 100% 100% 100% 100% 100% 100% 100% 100%

1 2 5 28 60 37 10 3 1 0 0 0 0 0 0 0 147




Date Time

#1 #2 #3 #5#4 #7#6 #8 #9 #10 #11 #12 #13 #16#15#14

Total

0 - 19.9

20 -

24.9

25 -

29.9

30 -

34.9

35 -

39.9

40 -

44.9

45 -

49.9

50 - 55 - 60 - 65 - 70 - 75 -

54.9 59.9 64.9 69.9 74.9 79.9 Other89.9

85 -

84.9

80 -

Centurion Special Speed Study Report Printed: 12/8/2016 Page 5

Station: SB Unser Data From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016

Special Speed Study Summary: SB Unser

Description 19.9 0 -

#1 #2

20 -

24.9 29.9

25 - #3

30 -

34.9

#4 #5

35 -

39.9 44.9

40 - #6

49.9

45 - #7 #8

50 -

54.9 59.9

55 - #9 #10

60 -

64.9 69.9

65 - #11 #12

70 -

74.9 79.9

75 - #13 #14

80 -

84.9 89.9

85 - #15 #16

Other Total

Grand Total #1: 125 263 804 3100 7497 4843 1220 276 64 17 2 0 0 0 0 182111% 1% 4% 17% 41% 27% 7% 2% 0% 0% 0% 0% 0% 0% 0% 0% Percent :

Cum. Percent :

Average :

0

1% 2% 7% 24% 65% 91% 98% 100% 100% 100% 100% 100% 100% 100% 100% 100%

3 5 17 65 156 101 25 6 1 0 0 0 0 0 0 0 379

Average Speed 38.0 mph 50% Speed : 38.2 mph 67% Speed :10mph Pace: 35.0 - 44.9 (67.8%)

40.4 mph 85% Speed : 43.8 mphADT = 9105


Cum. Percent :

Average :

0

1% 2% 6% 25% 66% 91% 97% 99% 100% 100% 100% 100% 100% 100% 100% 100%

1 2 5 28 59 36 10 3 1 0 0 0 0 0 0 0 145


40.3 mph 85% Speed : 43.9 mphADT = 3496

Comb. Total : 179 370 1059 4428 10345 6581 1687 418 104 28 4 0 0 0 0 252031% 1% 4% 18% 41% 26% 7% 2% 0% 0% 0% 0% 0% 0% 0% 0% Percent :

Cum. Percent :

Average :

0

1% 2% 6% 24% 65% 91% 98% 99% 100% 100% 100% 100% 100% 100% 100% 100%

4 8 22 92 216 137 35 9 2 1 0 0 0 0 0 0 526


40.4 mph 85% Speed : 43.8 mphADT = 12601


Special Speed Study Report: NB Unser

Station ID : NB UnserInfo Line 1 : Between Fordham and AlderInfo Line 2 : Albuquerque

DB File : NB UNS.DBNumber of Lanes :

0.0 mph2




GPS Lat/Lon :


# Dir. Vehicle SensorsInformation Sensor Spacing Loop Length Comment



Date Time

#1 #2 #3 #5#4 #7#6 #8 #9 #10 #11 #12 #13 #16#15#14

Total

0 - 19.9

20 -

24.9

25 -

29.9

30 -

34.9

35 -

39.9

40 -

44.9

45 -

49.9

50 - 55 - 60 - 65 - 70 - 75 -

54.9 59.9 64.9 69.9 74.9 79.9 Other89.9

85 -

84.9

80 -

12/6/201 00:00 0 0 0 2 14 17 6 2 0 0 0 0 0 0 0 0 41

Tue 01:00 0 0 0 1 15 11 3 2 2 1 0 0 0 0 0 0 35

02:00 1 0 1 0 7 8 0 1 1 0 0 0 0 0 0 0 19

03:00 0 0 0 1 1 14 1 1 0 0 0 0 0 0 0 0 18

04:00 0 0 0 0 7 8 7 3 2 0 0 0 0 0 0 0 27

05:00 0 0 0 2 12 25 16 9 0 0 0 0 0 0 0 0 64

06:00 0 1 0 6 39 95 63 16 5 0 0 0 0 0 0 0 225

07:00 1 4 1 18 90 143 74 23 4 1 0 0 0 0 0 0 359

08:00 1 3 0 16 80 189 65 23 2 2 0 0 0 0 0 0 381

09:00 2 1 0 5 59 150 76 15 4 0 0 0 0 0 0 0 312

10:00 4 0 1 10 63 125 59 9 2 1 0 0 0 0 0 0 274

11:00 0 0 0 11 64 132 54 12 4 0 0 0 0 0 0 0 277

12:00 2 1 1 9 66 137 66 13 1 1 1 0 0 0 0 0 298

13:00 2 3 2 10 64 161 61 11 5 1 0 0 0 0 0 0 320

14:00 2 3 1 9 108 183 64 10 2 0 0 0 0 0 0 0 382

15:00 1 1 1 20 148 284 95 13 0 0 0 0 0 0 0 0 563

16:00 3 1 2 21 164 274 90 19 6 0 0 0 0 0 0 0 580

17:00 1 0 2 46 226 246 51 6 4 0 0 0 0 0 0 0 582

18:00 0 0 4 40 211 209 49 11 1 1 0 0 0 0 0 0 526

19:00 1 2 0 20 133 164 46 2 0 0 0 0 0 0 0 0 368

20:00 0 1 0 16 115 122 27 7 2 0 0 0 0 0 0 0 290

21:00 0 0 0 7 53 83 40 3 2 0 0 0 0 0 0 0 188

22:00 0 0 0 10 30 59 20 3 1 0 0 0 0 0 0 0 123

23:00 0 0 1 3 18 42 19 0 3 0 0 0 0 0 0 0 86


Cum. Percent :

Average :0% 1% 1% 5% 34% 79% 96% 99% 100% 100% 100% 100% 100% 100% 100% 100%

1 1 1 12 74 120 44 9 2 0 0 0 0 0 0 0 264




Date Time

#1 #2 #3 #5#4 #7#6 #8 #9 #10 #11 #12 #13 #16#15#14

Total

0 - 19.9

20 -

24.9

25 -

29.9

30 -

34.9

35 -

39.9

40 -

44.9

45 -

49.9

50 - 55 - 60 - 65 - 70 - 75 -

54.9 59.9 64.9 69.9 74.9 79.9 Other89.9

85 -

84.9

80 -

12/7/201 00:00 0 0 0 2 13 26 7 5 0 0 1 0 0 0 0 0 54

Wed 01:00 0 0 0 1 10 15 4 3 1 0 0 0 0 0 0 0 34

02:00 1 1 0 3 6 13 4 1 0 0 0 0 0 0 0 0 29

03:00 0 0 0 0 6 8 4 0 0 0 0 0 0 0 0 0 18

04:00 0 0 0 0 4 8 6 2 1 0 0 0 0 0 0 0 21

05:00 0 0 1 1 14 18 21 9 1 0 0 0 0 0 0 0 65

06:00 0 0 0 4 47 106 48 17 4 1 0 0 0 0 0 0 227

07:00 3 6 3 17 102 175 68 13 4 0 0 0 0 0 0 0 391

08:00 1 0 1 15 102 173 69 11 1 1 0 0 0 0 0 0 374

09:00 1 2 1 8 78 140 61 13 3 2 0 0 0 0 0 0 309

10:00 0 0 0 6 51 128 56 17 1 0 0 0 0 0 0 0 259

11:00 0 1 1 14 73 128 63 14 4 1 0 0 0 0 0 0 299

12:00 2 4 0 7 86 163 69 11 3 1 0 0 0 0 0 0 346

13:00 3 2 0 1 81 176 62 12 3 0 0 0 0 0 0 0 340

14:00 2 2 0 10 99 154 85 22 2 1 0 0 0 0 0 0 377

15:00 0 3 1 16 113 273 117 15 3 0 0 0 0 0 0 0 541

16:00 6 2 7 46 215 273 72 10 0 0 1 0 0 0 0 0 632

17:00 3 3 4 57 239 214 62 7 1 0 0 0 0 0 0 0 590

18:00 1 2 0 51 205 229 48 10 2 0 0 0 0 0 0 0 548

19:00 2 2 0 14 132 159 52 8 0 0 0 0 0 0 0 0 369

20:00 1 0 0 22 133 117 36 4 2 0 0 0 0 0 0 0 315

21:00 0 0 0 14 79 107 26 4 2 2 0 0 0 0 0 0 234

22:00 1 0 0 10 54 60 19 5 0 0 0 0 0 0 0 0 149

23:00 0 1 0 2 35 49 14 2 1 0 0 0 0 0 0 0 104


Cum. Percent :

Average :0% 1% 1% 6% 36% 80% 96% 99% 100% 100% 100% 100% 100% 100% 100% 100%

1 1 1 13 82 121 45 9 2 0 0 0 0 0 0 0 275








Date Time

#1 #2 #3 #5#4 #7#6 #8 #9 #10 #11 #12 #13 #16#15#14

Total

0 - 19.9

20 -

24.9

25 -

29.9

30 -

34.9

35 -

39.9

40 -

44.9

45 -

49.9

50 - 55 - 60 - 65 - 70 - 75 -

54.9 59.9 64.9 69.9 74.9 79.9 Other89.9

85 -

84.9

80 -

12/6/201 00:00 0 1 0 1 9 24 4 2 0 1 0 1 0 0 0 0 43

Tue 01:00 0 0 0 0 6 6 3 0 1 0 0 1 0 0 0 0 17

02:00 1 0 0 2 3 3 3 1 0 0 0 0 0 0 0 0 13

03:00 0 0 0 1 7 11 1 3 0 0 0 0 0 0 0 0 23

04:00 0 0 0 0 2 4 6 4 1 1 0 0 0 0 0 0 18

05:00 0 0 0 1 20 25 19 6 2 0 0 0 0 0 0 0 73

06:00 5 0 0 5 51 96 59 21 0 0 0 0 0 0 0 0 237

07:00 4 2 0 17 93 159 73 22 3 1 0 0 0 0 0 0 374

08:00 6 1 1 8 123 170 69 23 6 1 1 0 0 0 0 0 409

09:00 1 1 0 13 78 118 50 6 1 1 0 0 0 0 0 0 269

10:00 3 2 3 14 72 91 39 15 2 0 0 0 0 0 0 0 241

11:00 3 0 1 15 72 87 29 10 3 1 0 0 0 0 0 0 221

12:00 5 3 1 4 68 122 52 14 0 1 1 0 0 0 0 0 271

13:00 2 3 2 13 69 114 59 11 1 0 0 0 0 0 0 0 274

14:00 7 2 0 20 98 132 38 9 0 1 1 0 0 0 0 0 308

15:00 6 3 2 26 150 143 56 9 4 0 0 0 0 0 0 0 399

16:00 2 2 1 26 114 199 74 15 0 0 1 0 0 0 0 0 434

17:00 3 3 5 46 145 185 50 13 2 0 0 0 0 0 0 0 452

18:00 6 1 3 28 143 136 57 8 0 0 0 0 0 0 0 0 382

19:00 8 1 2 27 87 108 37 10 2 0 0 0 0 0 0 0 282

20:00 0 1 0 13 82 94 27 5 1 1 0 0 0 0 0 0 224

21:00 1 3 0 1 47 53 19 5 0 0 0 0 0 0 0 0 129

22:00 0 0 0 5 31 38 13 4 2 0 0 0 0 0 0 0 93

23:00 2 0 0 1 17 15 9 3 1 0 1 0 0 0 0 0 49


Cum. Percent :

Average :1% 2% 2% 8% 38% 79% 95% 99% 100% 100% 100% 100% 100% 100% 100% 100%

3 1 1 12 66 89 35 9 1 0 0 0 0 0 0 0 217




Date Time

#1 #2 #3 #5#4 #7#6 #8 #9 #10 #11 #12 #13 #16#15#14

Total

0 - 19.9

20 -

24.9

25 -

29.9

30 -

34.9

35 -

39.9

40 -

44.9

45 -

49.9

50 - 55 - 60 - 65 - 70 - 75 -

54.9 59.9 64.9 69.9 74.9 79.9 Other89.9

85 -

84.9

80 -

12/7/201 00:00 0 0 0 3 8 12 7 2 0 0 0 0 0 0 0 0 32

Wed 01:00 0 0 0 1 11 8 1 1 0 0 0 0 0 0 0 0 22

02:00 0 0 0 0 4 5 1 1 0 0 0 0 0 0 0 0 11

03:00 0 0 1 1 2 4 0 0 2 0 0 0 0 0 0 0 10

04:00 0 0 0 1 5 10 3 2 3 1 0 0 0 0 0 0 25

05:00 0 0 0 3 12 25 22 4 3 0 0 0 0 0 0 0 69

06:00 5 3 0 10 50 90 47 10 4 0 1 0 1 0 0 0 221

07:00 3 4 1 13 109 155 76 14 1 0 0 0 0 0 0 0 376

08:00 5 0 2 14 124 156 74 11 4 0 0 0 0 0 0 0 390

09:00 7 4 3 19 67 101 39 6 2 0 0 0 0 0 0 0 248

10:00 6 0 2 9 82 108 38 4 5 1 0 0 0 0 0 0 255

11:00 4 2 1 13 55 104 55 9 2 0 1 0 0 0 0 0 246

12:00 1 1 3 8 79 131 58 12 2 0 0 0 0 0 0 0 295

13:00 6 1 0 11 94 124 52 9 3 0 0 0 0 0 0 0 300

14:00 4 2 1 11 96 137 62 21 1 0 0 0 0 0 0 0 335

15:00 4 1 1 29 130 191 71 16 1 1 0 0 0 0 0 0 445

16:00 7 4 3 20 146 202 57 12 0 0 0 0 0 0 0 0 451

17:00 3 6 3 13 156 174 56 10 1 1 0 0 0 0 0 0 423

18:00 7 4 2 45 134 134 42 8 1 1 1 0 0 0 0 0 379

19:00 3 0 1 21 86 98 33 4 2 0 0 0 0 0 0 0 248

20:00 1 1 1 18 91 98 25 9 0 1 0 0 0 0 0 0 245

21:00 0 1 2 11 47 64 35 5 1 0 1 0 0 0 0 0 167

22:00 0 0 1 2 32 44 18 2 1 0 0 0 0 0 0 0 100

23:00 1 2 0 3 16 22 11 5 0 1 0 0 0 0 0 0 61


Cum. Percent :

Average :1% 2% 2% 8% 38% 79% 96% 99% 100% 100% 100% 100% 100% 100% 100% 100%

3 2 1 12 68 92 37 7 2 0 0 0 0 0 0 0 224



Station: NB Unser Data From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016

Special Speed Study Summary: NB Unser

Description 19.9 0 -

#1 #2

20 -

24.9 29.9

25 - #3

30 -

34.9

#4 #5

35 -

39.9 44.9

40 - #6

49.9

45 - #7 #8

50 -

54.9 59.9

55 - #9 #10

60 -

64.9 69.9

65 - #11 #12

70 -

74.9 79.9

75 - #13 #14

80 -

84.9 89.9

85 - #15 #16

Other Total


Cum. Percent :

Average :

0

0% 1% 1% 6% 35% 79% 96% 99% 100% 100% 100% 100% 100% 100% 100% 100%

1 1 1 13 78 121 44 9 2 0 0 0 0 0 0 0 270


43.6 mph 85% Speed : 46.7 mphADT = 6481


Cum. Percent :

Average :

2

1% 2% 2% 8% 38% 79% 95% 99% 100% 100% 100% 100% 100% 100% 100% 100%

3 1 1 12 67 90 36 8 1 0 0 0 0 0 0 0 219


43.6 mph 85% Speed : 46.9 mphADT = 5294

Comb. Total : 180 117 85 1170 6987 10123 3854 825 163 33 12 1 0 0 0 235521% 0% 0% 5% 30% 43% 16% 4% 1% 0% 0% 0% 0% 0% 0% 0% Percent :

Cum. Percent :

Average :

2

1% 1% 2% 7% 36% 79% 96% 99% 100% 100% 100% 100% 100% 100% 100% 100%

4 2 2 24 146 211 80 17 3 1 0 0 0 0 0 0 490


43.6 mph 85% Speed : 46.8 mphADT = 11776


Basic Axle Classification Report: SB Unser

Station ID :Info Line 1 :Info Line 2 :

GPS Lat/Lon :DB File : SB UNSER.DB

AlbuquerqueBetween Fordham and AlderSB Unser Last Connected Device Type :


Number of Lanes :Posted Speed Limit : 0.0 mph

2

240901.62Apollo




Lane #1 Basic Axle Classification Data From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016

Date Time#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13

Cycle Cars 2A-4T Buses 2A-SU 3A-SU 4A-SU 4A-ST 5A-ST 6A-ST 5A-MT 6A-MT Other Total(DEFAULTC)

12/6/201 00:00 0 28 6 0 0 0 0 0 0 0 0 0 0 34

Tue 01:00 0 21 3 0 0 0 0 0 0 0 0 0 0 24

02:00 0 23 7 0 0 0 0 0 0 0 0 0 0 30

03:00 0 41 13 0 0 0 0 0 0 0 0 0 0 54

04:00 1 68 27 0 0 0 0 0 0 0 0 0 0 96

05:00 1 273 106 0 0 0 0 0 0 0 0 0 0 380

06:00 0 635 208 0 2 0 0 0 0 0 0 0 0 845

07:00 0 667 166 0 3 3 0 3 1 1 0 0 4 848

08:00 0 509 162 1 0 1 0 0 0 0 0 2 1 676

09:00 1 384 117 0 2 2 0 1 0 0 0 0 0 507

10:00 0 329 91 1 4 2 0 0 0 0 0 0 0 427

11:00 1 326 90 0 4 3 0 0 1 0 0 0 0 425

12:00 1 314 105 0 4 1 1 0 0 0 0 0 0 426

13:00 0 338 91 0 3 2 0 0 0 0 1 0 0 435

14:00 0 355 122 0 8 2 0 1 0 0 0 1 0 489

15:00 1 458 137 0 11 0 1 1 1 0 1 0 0 611

16:00 0 486 170 1 5 1 1 1 0 0 0 1 0 666

17:00 0 505 136 1 4 0 0 1 1 1 0 0 0 649

18:00 0 379 86 4 2 0 0 0 1 0 0 0 0 472

19:00 0 259 54 1 0 0 0 0 0 0 0 0 0 314

20:00 0 219 44 0 0 0 0 0 0 0 0 0 0 263

21:00 0 170 27 0 0 0 0 0 0 0 0 0 0 197

22:00 0 98 21 0 0 0 0 0 0 0 0 0 0 119

23:00 0 65 13 0 0 0 0 0 0 0 0 0 0 78

6 6950 2002 9 52 17 3 8 5 2 2 4 5 9065Daily Total :Percent : 0% 77% 22% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0%

Average : 0 290 83 0 2 1 0 0 0 0 0 0 0 376

Centurion Basic Classification Report Printed: 12/8/2016 Page 1Centurion Basic Classification Report Printed: 12/8/2016 Page 1

Station: SB Unser Lane #1 Axle Data From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016

Date Time#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13


12/7/201 00:00 0 31 6 0 0 0 0 0 0 0 0 0 0 37

Wed 01:00 0 21 2 0 0 0 0 0 0 0 0 0 0 23

02:00 0 30 5 0 0 0 0 0 0 0 0 0 0 35

03:00 0 25 10 0 0 0 0 0 0 0 0 0 0 35

04:00 1 75 24 0 0 0 0 0 0 0 0 0 0 100

05:00 1 261 106 0 1 2 0 0 0 0 0 0 0 371

06:00 0 627 221 0 1 2 0 2 0 0 0 0 0 853

07:00 0 621 179 1 3 0 0 2 0 0 0 0 2 808

08:00 1 524 158 0 2 2 0 0 0 0 0 0 3 690

09:00 1 407 116 0 1 2 0 0 1 0 0 0 0 528

10:00 0 315 92 1 4 2 0 0 1 0 0 0 0 415

11:00 1 321 107 0 2 2 0 1 1 0 0 0 0 435

12:00 1 397 111 0 2 0 0 0 0 0 0 0 1 512

13:00 1 341 99 0 1 1 0 1 1 0 0 0 0 445

14:00 1 385 157 1 8 1 0 0 0 0 0 0 0 553

15:00 0 418 120 0 7 2 0 1 0 0 0 0 0 548

16:00 0 503 146 0 2 0 1 2 0 0 0 0 0 654

17:00 0 508 141 2 4 0 0 2 0 1 1 0 1 660

18:00 0 369 66 4 2 0 0 0 0 0 0 0 0 441

19:00 0 260 37 2 0 0 0 0 0 0 0 0 0 299

20:00 0 227 47 1 0 0 0 0 0 0 0 0 0 275

21:00 0 167 31 0 0 0 0 0 0 0 0 0 0 198

22:00 0 116 29 0 0 0 0 0 0 0 0 0 0 145

23:00 0 79 7 0 0 0 0 0 0 0 0 0 0 86


Average : 0 293 84 1 2 1 0 0 0 0 0 0 0 381







Date Time#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13


12/6/201 00:00 0 2 1 0 0 0 0 0 0 0 0 0 0 3

Tue 01:00 0 10 2 0 0 0 0 0 0 0 0 0 0 12

02:00 0 6 0 0 0 0 0 0 0 0 0 0 0 6

03:00 0 7 3 0 0 0 0 0 1 0 0 0 0 11

04:00 0 18 3 0 0 1 0 0 0 0 0 0 0 22

05:00 1 38 11 0 0 0 0 0 0 0 0 0 0 50

06:00 2 118 29 0 1 2 0 0 0 0 0 0 0 152

07:00 5 258 50 0 6 1 0 2 0 0 1 0 0 323

08:00 0 201 50 0 4 1 0 1 0 0 0 0 0 257

09:00 1 140 27 0 4 0 0 0 1 0 0 0 0 173

10:00 0 110 32 0 1 2 2 1 0 0 0 0 0 148

11:00 0 122 41 0 1 1 0 2 0 0 0 0 0 167

12:00 1 128 33 0 1 0 0 1 1 0 0 0 0 165

13:00 2 143 28 0 0 0 0 1 2 0 0 0 0 176

14:00 2 189 49 0 5 0 0 0 1 0 0 0 0 246

15:00 1 189 54 0 5 0 0 1 0 0 1 0 1 252

16:00 1 247 54 0 2 0 0 0 0 0 0 0 1 305

17:00 0 215 42 0 0 0 0 0 0 0 0 0 1 258

18:00 1 245 31 0 1 0 1 0 0 0 0 0 2 281

19:00 1 111 24 0 1 0 0 0 0 0 0 0 0 137

20:00 0 103 9 0 0 0 1 0 0 0 0 0 0 113

21:00 0 69 21 0 1 0 0 0 0 0 0 0 0 91

22:00 0 39 9 0 0 0 0 0 0 0 0 0 0 48

23:00 0 24 5 0 0 0 0 0 0 0 0 0 0 29


Average : 1 114 25 0 1 0 0 0 0 0 0 0 0 141



Date Time#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13


12/7/201 00:00 0 19 1 0 0 0 0 0 0 0 0 0 0 20

Wed 01:00 0 8 0 0 0 0 0 0 0 0 0 0 0 8

02:00 0 10 0 0 1 0 0 0 1 0 0 0 0 12

03:00 0 9 3 0 0 0 0 0 1 0 0 0 0 13

04:00 0 18 7 0 0 0 0 0 0 0 0 0 0 25

05:00 0 37 12 0 0 0 0 1 0 1 0 0 0 51

06:00 2 138 37 2 0 0 0 4 0 0 0 0 0 183

07:00 3 271 48 0 8 0 0 2 0 0 0 0 1 333

08:00 1 227 55 0 4 0 0 0 0 1 1 1 0 290

09:00 0 110 29 0 0 0 0 1 0 0 0 0 0 140

10:00 2 123 37 0 1 2 0 0 1 0 0 0 0 166

11:00 1 132 29 0 1 1 0 1 0 0 0 0 0 165

12:00 1 139 45 0 1 0 0 1 0 0 0 0 0 187

13:00 0 117 40 1 1 0 0 1 1 0 0 0 0 161

14:00 2 203 38 1 4 1 0 1 0 0 0 1 0 251

15:00 1 220 48 0 5 0 0 1 0 0 0 0 0 275

16:00 3 232 58 0 1 0 0 2 0 0 1 0 0 297

17:00 3 257 58 0 2 0 0 0 0 1 0 0 0 321

18:00 1 192 39 0 2 0 0 0 0 0 0 0 0 234

19:00 2 110 25 0 1 0 0 1 0 0 0 0 0 139

20:00 1 107 19 0 0 0 0 1 0 0 0 0 0 128

21:00 0 67 15 0 0 0 0 0 1 0 0 0 0 83

22:00 0 46 6 0 0 0 0 0 0 0 0 0 0 52

23:00 0 27 5 0 0 0 0 0 1 0 0 0 0 33


Average : 1 117 27 0 1 0 0 1 0 0 0 0 0 147


Station: SB Unser Axle Data Summary From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016

Basic Axle Class Summary: SB Unser

Description Lane#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13


TOTAL COUNT : #1. 14 13978 4019 21 92 33 4 19 9 3 3 4 12 18211

#2. 41 5551 1262 4 65 12 4 26 12 3 4 2 6 6992

55 19529 5281 25 157 45 8 45 21 6 7 6 18 25203

Percents : #1. 0% 77% 22% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 72%

#2. 1% 79% 18% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 28%

0% 77% 21% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0%

Average : #1. 0 291 84 0 2 1 0 0 0 0 0 0 0 378

#2. 1 116 26 0 1 0 0 1 0 0 0 0 0 145

1 407 110 0 3 1 0 1 0 0 0 0 0 523

Days & ADT : #1. 2.0 9105

#2. 2.0 3496

2.0 12601

Centurion Basic Classification Report Printed: 12/8/2016 Page 5

Basic Axle Classification Report: NB Unser

Station ID :Info Line 1 :Info Line 2 :

GPS Lat/Lon :DB File : NB UNS.DB

AlbuquerqueBetween Fordham and AlderNB Unser Last Connected Device Type :


Number of Lanes :Posted Speed Limit : 0.0 mph

2

214941.62Apollo





Date Time#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13


12/6/201 00:00 1 33 7 0 0 0 0 0 0 0 0 0 0 41

Tue 01:00 0 30 5 0 0 0 0 0 0 0 0 0 0 35

02:00 0 14 5 0 0 0 0 0 0 0 0 0 0 19

03:00 0 12 6 0 0 0 0 0 0 0 0 0 0 18

04:00 0 24 3 0 0 0 0 0 0 0 0 0 0 27

05:00 0 47 14 3 0 0 0 0 0 0 0 0 0 64

06:00 0 160 58 0 7 0 0 0 0 0 0 0 0 225

07:00 0 270 79 1 6 1 1 1 0 0 0 0 0 359

08:00 0 286 92 0 1 1 0 1 0 0 0 0 0 381

09:00 0 220 85 0 5 0 0 2 0 0 0 0 0 312

10:00 0 201 67 0 4 0 0 1 1 0 0 0 0 274

11:00 1 195 80 0 0 0 0 1 0 0 0 0 0 277

12:00 0 216 74 2 2 2 0 1 1 0 0 0 0 298

13:00 0 228 88 1 1 0 0 1 1 0 0 0 0 320

14:00 0 288 93 0 1 0 0 0 0 0 0 0 0 382

15:00 4 421 130 1 5 0 0 1 0 0 0 1 0 563

16:00 1 432 142 0 0 0 0 4 1 0 0 0 0 580

17:00 1 459 117 0 2 0 0 3 0 0 0 0 0 582

18:00 2 403 118 0 2 0 0 1 0 0 0 0 0 526

19:00 0 298 69 0 1 0 0 0 0 0 0 0 0 368

20:00 0 243 47 0 0 0 0 0 0 0 0 0 0 290

21:00 0 147 40 0 1 0 0 0 0 0 0 0 0 188

22:00 0 100 23 0 0 0 0 0 0 0 0 0 0 123

23:00 0 68 18 0 0 0 0 0 0 0 0 0 0 86


Average : 0 200 61 0 2 0 0 1 0 0 0 0 0 264


Station: NB Unser Lane #1 Axle Data From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016

Date Time#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13


12/7/201 00:00 1 45 8 0 0 0 0 0 0 0 0 0 0 54

Wed 01:00 0 26 8 0 0 0 0 0 0 0 0 0 0 34

02:00 0 23 5 0 1 0 0 0 0 0 0 0 0 29

03:00 0 13 5 0 0 0 0 0 0 0 0 0 0 18

04:00 0 20 1 0 0 0 0 0 0 0 0 0 0 21

05:00 0 49 9 5 1 0 0 1 0 0 0 0 0 65

06:00 0 183 36 0 7 0 0 1 0 0 0 0 0 227

07:00 0 281 95 2 8 0 0 4 1 0 0 0 0 391

08:00 0 269 98 0 4 2 0 1 0 0 0 0 0 374

09:00 0 226 79 0 2 0 0 2 0 0 0 0 0 309

10:00 0 184 72 0 2 0 0 1 0 0 0 0 0 259

11:00 2 210 84 0 1 1 0 0 1 0 0 0 0 299

12:00 0 250 93 0 2 0 0 1 0 0 0 0 0 346

13:00 0 264 69 1 2 0 0 4 0 0 0 0 0 340

14:00 0 284 90 0 2 0 0 1 0 0 0 0 0 377

15:00 2 406 129 1 2 0 0 1 0 0 0 0 0 541

16:00 1 489 136 0 2 1 0 3 0 0 0 0 0 632

17:00 1 447 140 0 1 0 0 1 0 0 0 0 0 590

18:00 0 431 111 0 4 0 0 2 0 0 0 0 0 548

19:00 0 295 73 1 0 0 0 0 0 0 0 0 0 369

20:00 0 255 59 0 1 0 0 0 0 0 0 0 0 315

21:00 0 197 35 0 0 0 0 2 0 0 0 0 0 234

22:00 0 123 23 1 0 0 0 2 0 0 0 0 0 149

23:00 0 81 22 0 1 0 0 0 0 0 0 0 0 104


Average : 0 210 62 0 2 0 0 1 0 0 0 0 0 275







Date Time#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13


12/6/201 00:00 0 37 6 0 0 0 0 0 0 0 0 0 0 43

Tue 01:00 0 16 1 0 0 0 0 0 0 0 0 0 0 17

02:00 1 11 1 0 0 0 0 0 0 0 0 0 0 13

03:00 0 17 6 0 0 0 0 0 0 0 0 0 0 23

04:00 0 12 6 0 0 0 0 0 0 0 0 0 0 18

05:00 0 52 17 4 0 0 0 0 0 0 0 0 0 73

06:00 0 171 52 2 10 1 0 1 0 0 0 0 0 237

07:00 0 308 61 0 3 0 0 2 0 0 0 0 0 374

08:00 1 305 90 2 2 1 0 6 0 0 1 0 1 409

09:00 0 195 65 0 2 3 0 3 1 0 0 0 0 269

10:00 2 177 56 0 1 1 1 2 1 0 0 0 0 241

11:00 1 159 52 0 4 2 0 2 1 0 0 0 0 221

12:00 1 217 44 1 3 2 1 1 1 0 0 0 0 271

13:00 2 198 67 0 1 1 2 3 0 0 0 0 0 274

14:00 1 239 65 0 3 0 0 0 0 0 0 0 0 308

15:00 1 316 67 0 6 3 1 4 0 0 0 0 1 399

16:00 0 350 77 0 2 0 1 3 0 0 0 1 0 434

17:00 3 360 82 0 0 0 0 7 0 0 0 0 0 452

18:00 0 309 72 0 0 0 0 1 0 0 0 0 0 382

19:00 1 234 46 0 0 0 0 0 0 0 0 0 1 282

20:00 0 189 33 1 1 0 0 0 0 0 0 0 0 224

21:00 0 110 19 0 0 0 0 0 0 0 0 0 0 129

22:00 0 76 17 0 0 0 0 0 0 0 0 0 0 93

23:00 1 40 8 0 0 0 0 0 0 0 0 0 0 49


Average : 1 171 42 0 2 1 0 1 0 0 0 0 0 218



Date Time#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13


12/7/201 00:00 0 25 7 0 0 0 0 0 0 0 0 0 0 32

Wed 01:00 0 18 4 0 0 0 0 0 0 0 0 0 0 22

02:00 0 6 5 0 0 0 0 0 0 0 0 0 0 11

03:00 0 9 1 0 0 0 0 0 0 0 0 0 0 10

04:00 0 23 2 0 0 0 0 0 0 0 0 0 0 25

05:00 0 49 18 1 1 0 0 0 0 0 0 0 0 69

06:00 1 168 42 3 6 0 0 1 0 0 0 0 0 221

07:00 0 298 69 0 3 4 0 2 0 0 0 0 0 376

08:00 2 288 91 1 3 1 0 1 1 0 2 0 0 390

09:00 2 182 53 0 2 3 1 0 4 1 0 0 0 248

10:00 0 188 58 0 2 3 0 4 0 0 0 0 0 255

11:00 0 177 58 0 4 1 0 4 1 1 0 0 0 246

12:00 3 215 67 0 6 3 0 1 0 0 0 0 0 295

13:00 1 218 68 1 6 1 1 4 0 0 0 0 0 300

14:00 2 271 59 0 1 0 0 1 1 0 0 0 0 335

15:00 1 340 86 0 8 1 1 6 0 1 0 0 1 445

16:00 2 352 88 0 2 1 0 5 0 1 0 0 0 451

17:00 0 333 85 0 1 0 0 4 0 0 0 0 0 423

18:00 3 299 73 1 1 0 1 0 1 0 0 0 0 379

19:00 1 200 44 1 0 0 1 1 0 0 0 0 0 248

20:00 0 200 43 0 1 0 0 1 0 0 0 0 0 245

21:00 0 145 22 0 0 0 0 0 0 0 0 0 0 167

22:00 0 84 16 0 0 0 0 0 0 0 0 0 0 100

23:00 1 49 11 0 0 0 0 0 0 0 0 0 0 61


Average : 1 172 45 0 2 1 0 1 0 0 0 0 0 222


Station: NB Unser Axle Data Summary From: 00:00 - 12/06/2016 To: 23:59 - 12/07/2016

Basic Axle Class Summary: NB Unser

Description Lane#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13


TOTAL COUNT : #1. 17 9846 2940 19 81 8 1 44 6 0 0 1 0 12963

#2. 34 8235 2080 18 85 32 11 70 12 4 3 1 4 10589

51 18081 5020 37 166 40 12 114 18 4 3 2 4 23552

Percents : #1. 0% 76% 23% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 55%

#2. 0% 78% 20% 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 45%

0% 77% 21% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0%

Average : #1. 0 205 61 0 2 0 0 1 0 0 0 0 0 269

#2. 1 172 43 0 2 1 0 1 0 0 0 0 0 220

1 377 104 0 4 1 0 2 0 0 0 0 0 489

Days & ADT : #1. 2.0 6481

#2. 2.0 5294

2.0 11776

Centurion Basic Classification Report Printed: 12/8/2016 Page 5


Appendix C Traffic Noise Model 2.5 Results

RESULTS: SOUND LEVELS <Project Name?>

<Organization?> 4 January 2017

<Analysis By?> TNM 2.5

Calculated with TNM 2.5

RESULTS: SOUND LEVELS

PROJECT/CONTRACT: <Project Name?>

RUN: Unser 2016 AM

BARRIER DESIGN: INPUT HEIGHTS Average pavement type shall be used unless

a State highway agency substantiates the use

ATMOSPHERICS: 68 deg F, 50% RH of a different type with approval of FHWA.

Receiver

Name No. #DUs Existing No Barrier With Barrier

LAeq1h LAeq1h Increase over existing Type Calculated Noise Reduction

Calculated Crit'n Calculated Crit'n Impact LAeq1h Calculated Goal Calculated

Sub'l Inc minus

Goal

dBA dBA dBA dB dB dBA dB dB dB

A 1 1 0.0 66.8 66 66.8 10 Snd Lvl 66.8 0.0 8 -8.0

C 2 1 0.0 66.1 66 66.1 10 Snd Lvl 66.1 0.0 8 -8.0

D 3 1 0.0 67.6 66 67.6 10 Snd Lvl 67.6 0.0 8 -8.0

B 4 1 0.0 66.2 66 66.2 10 Snd Lvl 66.2 0.0 8 -8.0

E 5 1 0.0 67.0 66 67.0 10 Snd Lvl 67.0 0.0 8 -8.0

F 10 1 0.0 64.7 66 64.7 10 ---- 64.7 0.0 8 -8.0

G 11 1 0.0 66.5 66 66.5 10 Snd Lvl 66.5 0.0 8 -8.0

Dwelling Units # DUs Noise Reduction

Min Avg Max

dB dB dB

All Selected 7 0.0 0.0 0.0

All Impacted 6 0.0 0.0 0.0

All that meet NR Goal 0 0.0 0.0 0.0

C:\TNM25\PROGRAM\UNSER2016\UNSER2016_AM 1 4 January 2017

dweston

Highlight

dweston

Highlight

INPUT: ROADWAYS <Project Name?>



INPUT: ROADWAYS Average pavement type shall be used unless

PROJECT/CONTRACT: <Project Name?> a State highway agency substantiates the use

RUN: Unser 2016 AM of a different type with the approval of FHWA

Roadway Points

Name Width Name No. Coordinates (pavement) Flow Control Segment

X Y Z Control Speed Percent Pvmt On

Device Constraint Vehicles Type Struct?

Affected

ft ft ft ft mph %

Southbound 24.0 Irving 4 1,504,990.0 1,529,550.0 5,323.00 Average

Paradise 5 1,504,990.0 1,527,310.0 5,348.00

Northbound 24.0 Irving 6 1,505,020.0 1,529,550.0 5,323.00 Average

Paradise 7 1,505,030.0 1,527,310.0 5,348.00

C:\TNM25\Program\UNSER2016\UNSER2016_AM 1 4 January 201

INPUT: TRAFFIC FOR LAeq1h Volumes <Project Name?>



INPUT: TRAFFIC FOR LAeq1h Volumes


RUN: Unser 2016 AM

Roadway Points

Name Name No. Segment

Autos MTrucks HTrucks Buses Motorcycles

V S V S V S V S V S

veh/hr mph veh/hr mph veh/hr mph veh/hr mph veh/hr mph

Southbound Irving 4 1143 40 12 40 6 40 0 0 0 0

Paradise 5

Northbound Irving 6 827 40 8 40 4 40 0 0 0 0

Paradise 7

C:\TNM25\Program\UNSER2016\UNSER2016_AM 1 4

INPUT: RECEIVERS <Project Name?>



INPUT: RECEIVERS


RUN: Unser 2016 AM

Receiver

Name No. #DUs Coordinates (ground) Height Input Sound Levels and Criteria Active

X Y Z above Existing Impact Criteria NR in

Ground LAeq1h LAeq1h Sub'l Goal Calc.

ft ft ft ft dBA dBA dB dB

A 1 1 1,504,930.0 1,528,000.0 5,350.00 4.92 0.00 66 10.0 8.0 Y

C 2 1 1,505,090.0 1,528,630.0 5,343.00 4.92 0.00 66 10.0 8.0 Y

D 3 1 1,504,940.0 1,529,110.0 5,330.00 4.92 0.00 66 10.0 8.0 Y

B 4 1 1,505,090.0 1,528,170.0 5,346.00 4.92 0.00 66 10.0 8.0 Y

E 5 1 1,504,930.0 1,528,490.0 5,353.00 4.92 0.00 66 10.0 8.0 Y

F 10 1 1,505,100.0 1,529,116.0 5,325.00 4.92 0.00 66 10.0 8.0 Y

G 11 1 1,504,930.0 1,529,371.0 5,328.00 4.92 0.00 66 10.0 8.0 Y

C:\TNM25\PROGRAM\UNSER2016\UNSER2016_AM 1 4

RESULTS: SOUND LEVELS <Project Name?>



Calculated with TNM 2.5

RESULTS: SOUND LEVELS


RUN: Unser 2016 PM

BARRIER DESIGN: INPUT HEIGHTS Average pavement type shall be used unless

a State highway agency substantiates the use

ATMOSPHERICS: 68 deg F, 50% RH of a different type with approval of FHWA.

Receiver

Name No. #DUs Existing No Barrier With Barrier

LAeq1h LAeq1h Increase over existing Type Calculated Noise Reduction

Calculated Crit'n Calculated Crit'n Impact LAeq1h Calculated Goal Calculated

Sub'l Inc minus

Goal

dBA dBA dBA dB dB dBA dB dB dB

A 1 1 0.0 66.7 66 66.7 10 Snd Lvl 66.7 0.0 8 -8.0

C 2 1 0.0 66.4 66 66.4 10 Snd Lvl 66.4 0.0 8 -8.0

D 3 1 0.0 67.5 66 67.5 10 Snd Lvl 67.5 0.0 8 -8.0

B 4 1 0.0 66.5 66 66.5 10 Snd Lvl 66.5 0.0 8 -8.0

E 5 1 0.0 66.8 66 66.8 10 Snd Lvl 66.8 0.0 8 -8.0

F 10 1 0.0 65.0 66 65.0 10 ---- 65.0 0.0 8 -8.0

G 11 1 0.0 66.4 66 66.4 10 Snd Lvl 66.4 0.0 8 -8.0

Dwelling Units # DUs Noise Reduction

Min Avg Max

dB dB dB

All Selected 7 0.0 0.0 0.0

All Impacted 6 0.0 0.0 0.0

All that meet NR Goal 0 0.0 0.0 0.0

C:\TNM25\PROGRAM\UNSER2016\UNSER2016_AM\UNSER2016_PM 1 4 J

dweston

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dweston

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INPUT: ROADWAYS <Project Name?>



INPUT: ROADWAYS Average pavement type shall be used unless

PROJECT/CONTRACT: <Project Name?> a State highway agency substantiates the use

RUN: Unser 2016 PM of a different type with the approval of FHWA

Roadway Points

Name Width Name No. Coordinates (pavement) Flow Control Segment

X Y Z Control Speed Percent Pvmt On

Device Constraint Vehicles Type Struct?

Affected

ft ft ft ft mph %

Southbound 24.0 Irving 4 1,504,990.0 1,529,550.0 5,323.00 Average

Paradise 5 1,504,990.0 1,527,310.0 5,348.00

Northbound 24.0 Irving 6 1,505,020.0 1,529,550.0 5,323.00 Average

Paradise 7 1,505,030.0 1,527,310.0 5,348.00

C:\TNM25\Program\UNSER2016\UNSER2016_AM\UNSER2016_PM 1

INPUT: TRAFFIC FOR LAeq1h Volumes <Project Name?>



INPUT: TRAFFIC FOR LAeq1h Volumes


RUN: Unser 2016 PM

Roadway Points

Name Name No. Segment

Autos MTrucks HTrucks Buses Motorcycles

V S V S V S V S V S

veh/hr mph veh/hr mph veh/hr mph veh/hr mph veh/hr mph

Southbound Irving 4 964 40 10 40 5 40 0 0 0 0

Paradise 5

Northbound Irving 6 1038 40 11 40 5 40 0 0 0 0

Paradise 7

C:\TNM25\Program\UNSER2016\UNSER2016_AM\UNSER2016_PM 1

INPUT: RECEIVERS <Project Name?>



INPUT: RECEIVERS


RUN: Unser 2016 PM

Receiver

Name No. #DUs Coordinates (ground) Height Input Sound Levels and Criteria Active

X Y Z above Existing Impact Criteria NR in

Ground LAeq1h LAeq1h Sub'l Goal Calc.

ft ft ft ft dBA dBA dB dB

A 1 1 1,504,930.0 1,528,000.0 5,350.00 4.92 0.00 66 10.0 8.0 Y

C 2 1 1,505,090.0 1,528,630.0 5,343.00 4.92 0.00 66 10.0 8.0 Y

D 3 1 1,504,940.0 1,529,110.0 5,330.00 4.92 0.00 66 10.0 8.0 Y

B 4 1 1,505,090.0 1,528,170.0 5,346.00 4.92 0.00 66 10.0 8.0 Y

E 5 1 1,504,930.0 1,528,490.0 5,353.00 4.92 0.00 66 10.0 8.0 Y

F 10 1 1,505,100.0 1,529,116.0 5,325.00 4.92 0.00 66 10.0 8.0 Y

G 11 1 1,504,930.0 1,529,371.0 5,328.00 4.92 0.00 66 10.0 8.0 Y

C:\TNM25\PROGRAM\UNSER2016\UNSER2016_AM\UNSER2016_PM 1

nser blvd rving to aradise - bernalillo county...noise analysis unser blvd: irving to paradise 4...

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