Appendix E – Transportation System Performance€¦ · Level of Service can be explained in terms of vehicular traffic flow, maneuverability, driver comfort, average speed, and

5-County Regional Transportation Study E-1 Appendix E: Roadway System Performance

Appendix E – Roadway System Performance

Introduction This section will evaluate the roadway system’s performance both for current and forecasted future year (2030) traffic volumes.

Level of Service Level of service (LOS) is a transportation congestion measure that represents a number of factors including travel speed, travel time, traffic interruption, freedom to maneuver, driver comfort and operating volume. Level of service is typically reported for the peak traffic hour of a typical week day. Roadway LOS is defined in six categories ranging from LOS A to F, where LOS A represents excellent performance and LOS F indicates the worst level of traffic flow.

LOS A indicates free flow operation. Vehicles are completely unimpeded in their ability to maneuver within the traffic stream.

LOS B also indicates free flow speed, although the presence of other vehicles becomes noticeable. Average travel speeds are the same as in LOS A, but drivers have less freedom to maneuver. Minor disruptions to vehicular flow will be easily absorbed.

LOS C the influence of traffic density on operations becomes marked. The ability to maneuver within the traffic stream is clearly affected by other vehicles. Travel speeds are affected. Minor disruptions can cause deterioration in service and queues will form behind any major traffic disruption.

LOS D the ability to maneuver is severely restricted due to traffic congestion. Travel speed is reduced by the increasing traffic volume. Only minor disruptions can be absorbed without extensive queues forming and the traffic service deteriorating.

LOS E represents operations at capacity and very unstable. Vehicles are operating with the minimum spacing between them in order to maintain uniform flow. Minor disruptions cannot be dissipated and their occurrence will result in operations deteriorating to LOS F.

LOS F represents forced or breakdown traffic flow. It occurs either when vehicles arrive at a rate greater than the rate at which they are discharged or when the forecast demand exceeds the computed capacity of a planned facility. LOS F is used to characterize both the point at which the breakdown occurs and/or the operations afterward – travel speeds are low and vehicles experience intervals of stoppage and movement.

Most agencies try to maintain LOS D or higher on urban roadways and LOS C or higher on rural roadways. Congestion, as measured by LOS, is used to develop and prioritize roadway capacity improvement projects.

Figure E.1 provides a quick reference for level of service impacts on traffic flow, maneuverability, driver comfort, average speed, and volume to capacity ratio.


Figure E.1: Roadway Level of Service

Traffic Volumes Daily traffic volumes were analyzed using a regional travel demand model for the 5-County study area. The figures below show daily traffic volume estimates from the model. Modeled volumes were calculated in 24 1-hour time periods, representing each hour of the day, then summed to the daily totals shown here. Between 2006 and 2030, vehicular volume is forecast to grow significantly. In 2006 there were 3,424,000 total vehicles assigned in the modeled area (see Figure E2). In 2030 vehicle volume grows to 4,455,000 (see Figure E3). Facilities that are forecast to see large growth include:

I-35 between the US-69 interchange and I-635

Roadway Level of Service

Level of Service can be explained in terms of vehicular traffic flow, maneuverability, driver

comfort, average speed, and the ratio of traffic volume to a roadway’s maximum traffic

capacity. It is typically reported for the peak traffic hour (rush hour) of a typical

weekday.

Level of Service

Traffic Flow Free-flow

conditions

Reasonably

Free-flow

Influence of

Traffic

Density is

Noticeable

Influence of

Traffic

Density is

Severe

Unstable Forced or

Breakdown

Maneuverability

Almost

Completely

Unimpeded

Slightly

Restricted

Noticeably

Restricted

Severely

Restricted

Extremely

Unstable

Almost

None

Driver Comfort High High Some

Tension Poor Extremely

Poor

Extremely

Poor

Average Speed Speed Limit Close to

Speed Limit

Close to

Speed Limit

Some

Slowing

Significantly

Slower than

Speed Limit

Significantly

Slower than

Speed Limit

Volume to

Capacity Ratio

< 0.40 0.40 – 0.59 0.60 – 0.79 0.80 – 0.89 0.90 – 0.99 > 1.00

A F E D C B


I-35 in Gardner

K-10 between Lenexa and Eudora

I-435 between 87th street and I-70

I-435 between the K-10 interchange and the Missouri state line

K-7 between Shawnee Mission Parkway and Olathe

US-69 between Blue Valley Parkway and 159th street

Shawnee Mission Parkway between K-7 and I-435 Some significant future developments like the Sunflower Ammunition site and the BNSF intermodal facility increase traffic volumes in Western Johnson County.

Figure E.2: Average Daily Traffic Volumes (2006)


Figure E.3: Average Daily Traffic Volumes (2030)


Volume to Capacity Ratio (v/c Ratio) Another measure of how well a roadway segment is functioning is the volume to capacity ratio (v/c ratio). The volume or “v” is the number of vehicles traveling on a roadway segment. The capacity “c” portion of the equation is the number of vehicles the roadway segment can accommodate before breakdown occurs. As the v/c ratio approaches 1.0, traffic operations become very unstable, with vehicles operating with minimum spacing between them in order to maintain uniform traffic flow. Minor disruptions within the traffic stream cannot be dissipated and their occurrence will result in a breakdown of traffic flow.

When traffic is projected 20 years into the future, as in the 5-County Study, it should be recognized that the traffic forecasts may not be realized if the assumptions regarding the future population and employment projections are not fulfilled. Portions on the 5-County area are now promoting more “in-fill” and higher density development when planning for the year 2040. The 5-County Study based future population and employment projects upon the community comprehensive plans for the year 2030. Normally, when the volume to capacity ratio exceeds 0.85 mobility and/or geometric enhancements should be pursued to maintain an adequate level of service.

The relationship between v/c ratio and Level of Service is indirectly proportional to each other. When the v/c ratio approaches 1.0 (meaning the volume of the roadway is nearing capacity) the Level of Service decreases towards “F”. The Highway Capacity Manual (HCM) 2000 Edition is the reference document that discusses Level of Service calculations for many different types of roadways, intersections and pedestrian / bicycle facilities. For Freeways (multilane highways with full access control), the Level of Service is effected based on the roadway density (passenger cars per lane per mile), vehicle speed (mph) and v/c ratio. This is also true for multilane highways (roadways with two or more lanes in each direction, divided or undivided, that have direct access). The Level of Service of higher speed two-lane roads is a factor of average travel speed and percent time-spent-following, not the v/c ratio. The Level of Service for a lower speed two lane road is only a factor of percent time-spent-following. See the HCM for specific instructions on how to calculate Level of Service for all roadway types.

Figure E.4 shows sections of public roadway experiencing v/c ratios greater than 1.0 (shown in red) during the 2006 base year. This includes sections of US-69, I-435, I-35, K-10, 159th Street and other roadways in Wyandotte, Johnson and Douglas counties which are experiencing congestion during peak traffic times of the day. Figure E.5 shows sections of public roadway experiencing v/c ratios greater than 1.0 (shown in red) during the 2030 future year. This includes sections of many Interstate, U.S. and Kansas highways, as well as major county roads including road in Wyandotte, Johnson, Douglas and Leavenworth counties that are experiencing congestion during peak traffic times of the day. In 2030, the local transportation system is represented more with roadways that are over capacity.


Figure E.4: Volume to Capacity Ratios (2006)


Figure E.5: Volume to Capacity Ratios (2030)


Peak Hour Congestion Roadway systems are designed to be able to handle peak traffic conditions while still providing an acceptable level of service (LOS) for the traveling public. Peak traffic along a roadway traditionally occurs during a weekday morning when people are driving to work (1 to 1.5 hours) and during the late afternoon when they are returning home (1 to 1.5 hours) (see Figure E6). This is commonly referred to “rush hour” which has a negative connotation in many drivers mind because many times they experience differing levels of congestion. Most roadways within the 5-County study area follow this pattern of peak traffic volumes. In major U.S. metro areas such as Chicago, Los Angeles, Atlanta, San Francisco and others, the “rush hour” in the morning and the late afternoon are much longer, sometimes starting the PM Peak as early as 3:00 pm and lasting until 7:00 pm.

Figure E.6: Example AM and PM Peak Traffic Volumes

As traffic volumes increase over time, peak volumes will also increase. Additional capacity is needed to handle traffic during those peak times. If those additional capacity needs are not met, congestion will continue to increase. Both the AM Peak and PM Peak duration will continue to lengthen with increased traffic volumes and increased congestion (see Figure E7).

If the additional capacity needed to handle future peak traffic volumes is approaching full capacity, the maintaining agency will need to either expand existing infrastructure, find ways to reduce peak traffic volumes or find ways to increase capacity without expanding infrastructure. Several ways to decreasing peak hour traffic may include encouraging the use of mass transit, carpooling, walking or biking to work, telecommuting (working from home) and suggesting alternative routes. Many metro areas have been using Intelligent Transportation Systems (ITS) to increase capacity on roadway systems

AM Peak PM Peak

Existing Peak Volumes

Existing Traffic Volumes


through the use of vehicle detectors, CCTV cameras, Dynamic Message Signs (DMS), roadside emergency responders, ramp-metering and on-line and mass media broadcasting of traffic conditions. These ITS applications give drivers information that they can use to choose when and where to travel and provides traffic information to emergency personnel to allow quick response to clear roadway incidents. ITS solutions can be much less expensive than traditional roadway expansion projects while obtaining similar results.

Figure E.7: Example Additional Capacity Needed (AM and PM Peak Times)

Existing Traffic Volumes

Future Traffic Volumes

Additional Capacity Needed

Existing Peak Volumes

Future Peak Volumes


Commuting Patterns

Figure E.8: Daily Commute Patterns To and From Douglas County

Douglas County residents that leave the county each day for work typically commute to either Johnson (5,578 commuters per day) or Shawnee (3,061 commuters per day) counties (see Figure E8). Lawrence, KS, the Douglas County Seat, is very attractive to residents, young and old, who enjoy the college atmosphere that the University of Kansas provides. A large number of State employees live in Lawrence and work in Topeka and commute daily either on I-70 (KTA) or US-40. With the city of Lawrence being so close to the Kansas City Metro Area, many drivers use K-10 or I-70 (KTA) to commute to work in Johnson County (cities of Shawnee, Overland Park, Lenexa and Olathe). Lawrence provides a “small town feel” with the benefits of close access to a larger metro area. Large businesses potentially drawing commuters from other surrounding counties to Douglas County include the University of Kansas, Hallmark Cards, Lawrence Finance, and Vangent Inc. Less populated counties such as Osage, Franklin, Jefferson, Leavenworth and Miami have more commuters leaving their counties and entering Douglas County than the reverse. There are also those


commuters who pass through Douglas County either on I-70 (KTA) or K-10 on their way to work either in Shawnee or Johnson County.

Figure E.9: Daily Commute Patterns To and From Leavenworth County

Leavenworth County residents that leave the county each day for work typically commute to Wyandotte (3,793 commuters per day) or Johnson (3,560 commuters per day) counties (see Figure E9). Between 500 and 900 residents commute daily to Leavenworth County from Platte, Johnson, Douglas and Wyandotte counties. Leavenworth as a whole has more residents leaving the county to commute to work than it has inbound commuters. Ft. Leavenworth and the Leavenworth Federal Penitentiary are located on the north side of the city of Leavenworth which draws employees from outside the area. Hallmark also has a large facility located in the city of Leavenworth. The Dwight D Eisenhower VA medical center and the Lansing State Correctional Facility, both located in the city of Lansing, have large numbers of employees. There are also commuters who pass through Leavenworth County on I-70 (KTA) on their way to work in Wyandotte County.


Figure E.10: Daily Commute Patterns To and From Wyandotte County

Wyandotte county residents that leave the county each day for work typically commute to Johnson (18,996 commuters per day) or Jackson (11,004 commuters per day) counties (see Figure E10). Those commuting to Wyandotte County are primarily residents from Johnson and Jackson counties. There are between 2,000 and 4,300 daily commuters traveling to Wyandotte county from Platte, Leavenworth and Clay counties. Wyandotte county houses many businesses that draw commuters into the county. These large employers include the University of Kansas Medical School and General Motors’ Fairfax assembly plant. The construction of the Kansas Speedway in Wyandotte County in 2001 and the many commercial, entertainment and lodging developments that have followed (including Nebraska Furniture Mart, Cabela’s and Schlitterbaun Vacation Village) have increased the amount of commuter trips into Wyandotte county. The Legends at Village West retail development includes many stores and restaurants which are open for business primarily from 10 am to 9 pm.


Figure E.11: Daily Commute Patterns To and From Johnson County

Johnson county residents that leave the county each day for work typically commute to Jackson (49,687 commuters per day) or Wyandotte (14,791 commuters per day) counties (see Figure E11). The multitude of interstates and highways through Johnson county provide excellent vehicular mobility to the surrounding areas, particularly to Jackson and Wyandotte counties. Jackson county contains the main Downtown and business areas of Kansas City. Those commuting to Johnson county are primarily residents from Jackson and Wyandotte counties. Johnson county’s largest employer is Van Enterprises with over 5,000 employees. There are many employers in Johnson county with more than 1,000 employees including Deffenbaugh Industries, Farmers Insurance Group, Honeywell Aerospace, JC Penney, Sprint Nextel Corp, and Yellow Transportation. Johnson county also has numerous large medical centers including Olathe Medical Center, Overland Park Regional Medical Center, and Shawnee Mission Medical Center. Johnson County is a “bedroom” community for the Kansas City, Missouri. Many employees live in Johnson County in areas such as Shawnee, Overland Park, Lenexa and Olathe, which are progressive communities with modern conveniences and award winning schools, while they commute daily to Downtown Kansas City, Missouri.


Figure E.12: Daily Commute Patterns To and From Miami County

Miami county residents that leave the county each day for work typically commute to Johnson (5,950 commuters per day) or Jackson (934 commuters per day) counties (see Figure E12). Those commuting to Miami County are primarily residents from Johnson and Linn counties. Miami County does not have large regional employers; the largest employers in the county are Osawatomie State Hospital and Wal-Mart, which employ between 250 and 500 each. The major employers are located in the cities of Paola, Osawatomie and Louisburg. Many residents living in Miami County enjoy the benefits of living in a smaller town while having a short commute to large employers in Johnson County.

Screen Line Analysis Screen lines were defined as a way to look at regional East-West and North-South flows in the study area. Screen line volumes include all traffic from each roadway crossing the screen line. These volumes were compared against daily traffic counts from KDOT. Figure E13 shows the two screen lines defined for our study area.

The East-to-West movements in the study area are captured by Screen Line 1, which cuts through Leavenworth, Douglas, and Miami Counties just to the west of the Johnson / Douglas county line. Major facilities that are included by this screen line include: US-24, I-70, K-10, US-56, I-35, and US-169.

North-to-South movements are observed crossing the Kansas River. Major roadways that cross this screen line include: I-70, K-7, I-635, and I-670.


Tables E1 and E2 shows all of the modeled roadways that are included as part of the screen line analysis.

Between 2006 and 2030, volume along Screen Line 1 is forecast to increase by 85,000 trips per day, an increase of 65%.

Screen Line 2 is forecast to increase by 118,000 trips per day (a 28% increase).

The growth in the north to south movement is affected primarily by large growth on I-435, as well as along I-635 and I-670.

The east to west growth is mainly a function of large gains in daily volume between I-70 and K-10.

Figure E.13: Screen Line Analysis

Screen Line 1

Screen Line 2


Table E.1: Screen Line 1 Roadways (2006 and 2030)

Screen Line 1 - East-West

Roadway Name

2006 ADT Count 2006 Daily Volume 2030 Daily Volume Growth

K-74 320 40 60 50%

Millwood Rd 960 760 1,020 34%

K-192 1,540 1,310 1,640 25%

K-92 1,210 970 1,200 24%

Dempsey Rd. 1,400 1,420 2,030 43%

Parallel Rd. 280 300 400 33%

Toganoxie Rd. 3,000 2,790 4,360 56%

US 24/40 11,500 6,270 8,490 35%

Evans Rd. 1,160 2,870 4,010 40%

I-70 29,500 30,540 67,460 121%

K-32 3,180 2,630 4,880 86%

K-10 27,800 41,560 64,910 56%

143rd St. 660 4,390 11,680 166%

US-56 4,040 7,100 10,890 53%

I-35 20,600 25,300 32,090 27%

231st St. 170 460 600 30%

247th St. 120 1,220 1,770 45%

K-68 2,750 2,170 2,830 30%

Jackson Rd. 370 350 470 34%

John Brown Rd. 860 900 1,200 33%

379th St 680 150 200 33%

US-169 3,790 3,300 4,080 24%

TOTAL 115,890 136,800 226,270 65%

Table E.2: Screen Line 2 Roadways (2006 and 2030)

Screen Line 2 - North-South - Kansas River

Roadway Name 2006 ADT Count 2006 Model Output 2030 Model Growth

Lecompton Rd. 4,490 4,490 5,750 28%

I-70 30,000 42,350 61,350 45%

US-59 23,740 25,200 29,200 16%

E 2200 Rd. 2,470 4,790 9,750 104%

Wyandotte St. 2,360 4,440 10,250 131%

K-7 19,000 22,210 35,940 62%

I-435 65,100 57,030 85,880 51%

Turner Diagonal Fwy. 16,300 8,200 13,740 68%

I-635 80,000 73,620 86,350 17%

18th Expy 36,900 38,340 42,270 10%

10th St. 8,780 2,450 2,640 8%

7th St. Trfy 21,800 15,890 17,460 10%

I-670 50,900 82,340 94,300 15%

James St. 5,860 2,990 3,890 30%

I-70 53,900 35,490 39,420 11%

TOTAL 421,600 419,830 538,190 28%


Travel Density Travel density is a generalized measure of congestion along all roads in a subarea. The travel density is shown as vehicle miles of travel (VMT) per square mile. It is computed by dividing the study area into zones, then computing the total miles of roadways in the zone and multiplying that value by the total vehicle volume on those roadways as predicted by the travel demand model. This analysis was performed in both the base year (2006) and the forecast year of 2030. The difference, shown in Figure E14, displays the change in traffic density between 2006 and 2030. Areas that show a high level of increase in density are likely to see a decrease in level of service in the future. The 2030 network shows only currently funded roadway improvements, so the growth in travel density will occur primarily on local arterials and roadways.

Figure E.14: Change in Travel Density in Vehicle Miles Traveled (2006 to 2030)


Trip Ends The change in work trip destinations is another good way of identifying where peak period congestion is likely to increase. The figure below shows the forecast change in work destinations between the years 2006 and 2030.

Figure E.15: Change in Work Destinations (2006 to 2030)


In Johnson County, work destinations are expected to increase to the south and west of I-435 and surrounding the K-7 corridor. Trips are also expected to increase along I-35 into Olathe.

Table E.3: Other Measures of Travel Change (2006 - 2030)

Description 2006 2030 % Change

VMT 18,835,000 35,025,000 86%

VHT 384,000 734,000 91%

Average Speed 49 47.7 -3%

Work Trip Destinations 636,000 911,000 43%

Table E3 shows two other measures of travel change in the study area. Vehicle Miles of Travel (VMT) is the sum of all trip distances within the study area and quantifies the total amount of travel that is occurring in a region. For the 5-County study area, VMT is forecast to increase by 86%. Another measure is Vehicle Hours or Travel (VHT). This is the total of all trip times within the study area. VHT is growing at 91%. Since the rate of growth for VHT is larger than the rate of growth for VMT, this implies that travel will be slower in the future than in the present.

Travel Time Contours Travel time contour maps show estimates of how far a vehicle travels within a specified time band. This is considered a general measure of accessibility. Figures E16 – E20 show 2006 and 2030 travel time contour maps from the center of each county seat (Lawrence, Olathe, Leavenworth, Paola and Kansas City) in our study area. Figure E17 shows that a driver traveling from Olathe, KS (Johnson County), west towards the city of Lawrence, KS (Douglas County) can reach the east side of the city of Lawrence in about 30 minutes in 2006 (edge of the yellow). By 2030, a driver making the same trip will not even reach the Johnson / Douglas county line in that same 30 minutes timeframe. Comparing 2006 and 2030 travel time contours for the same origin provides insight as to how growth in future traffic may affect trips to various locations within the study area and the surrounding areas.


Figure E.16: Douglas County (Lawrence) Travel Time Contour Maps (2006 to 2030)

2006 PM Peak Travel Time (Minutes) 2030 PM Peak Travel Time (Minutes)


Figure E.17: Johnson County (Olathe) Travel Time Contour Maps (2006 to 2030)



Figure E.18: Leavenworth County (Leavenworth) Travel Time Contour Maps (2006 to 2030)



Figure E.19: Miami County (Paola) Travel Time Contour Maps (2006 to 2030)



Figure E.20: Wyandotte County (Kansas City) Travel Time Contour Maps (2006 to 2030)



High Crash Locations on State Highways / Non-State Highways In September 2009, KDOT submitted the “Kansas 2009 Five-Percent Report” to the FHWA, per SAFETEA-LU requirements, with a listing of highway segments in Kansas that are experiencing a statistically significant high number of crashes during the five year period 2004 – 2008. For more information regarding the data, analysis, results and remedies within this report, please see the web-link below to the FHWA’s website (http://safety.fhwa.dot.gov/hsip/fivepercent/2009/09ks.htm). Figures E21 – E24 gives a visual depiction of high crash segments of highway within counties in the Five County study area for the three year period 2006 – 2008. Table E4 shows high crash locations on the non-state / locally administered local roads system for 2004 – 2008 per the criteria outlined in the “Kansas 2009 Five-Percent Report”. Of the 23 locations identified statewide, seven (7) were located in Miami County. This table shows the county, name of the local road, the number of severe crashes during that time period and the number of disabling injuries and fatalities that were a result. The High Risk Rural Roads (HRRR) program will help fund at least one corridor-level road safety assessment to help identify low-cost safety improvements to help reduce crashes involving fatalities and serious injuries. Table E5 shows high crash locations within the 5-County study area on the State Highway System (SHS) for 2004 – 2008 per the criteria outlined in the “Kansas 2009 Five-Percent Report”. This table shows the county, name of the state highway, reference point (begin and end), number of crashes (total and severe) and the number of injuries, disabling injuries and fatalities that were a result. KDOT’s Highway Safety Program will help address the Enforcement, Education and Emergency Medical Services aspects of the crashes within the 5-County study area. KDOT’s Road Safety Audit (RSA) Program will investigate the Engineering aspects of the identified high crash segments in the 5-County study area. DISCOVERY AND ADMISSION INTO EVIDENCE: Section 148(g)(4) stipulates that data compiled or collected in the preparation of the “5 percent reports”, or related reports published or made available to the public by USDOT, “…shall not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in an action for damages arising from any occurrence at a location identified or addressed in such reports…” The information is also protected by Section 409 of Title 23 USC (discovery and admission as evidence of certain reports and surveys).

http://safety.fhwa.dot.gov/hsip/fivepercent/2009/09ks.htm


Figure E.21: Douglas County High Crash Segments of Highway (2006 – 2008)


Figure E.22: Leavenworth County High Crash Segments of Highway (2006 – 2008)


Figure E.23: Wyandotte & Johnson Counties High Crash Segments of Highway (2006 – 2008)


Figure E.24: Miami County High Crash Segments of Highway (2006 – 2008)


Table E4: Non State System/Locally Administered Roads High Accident Locations

2003 – 2008

County Rural Fun Class Road Name Fatalities Disabling Injuries Serious Crashes

Labette Major Collector Ness 0 4 3

Labette Major Collector Queens 1 3 3

Labette Major Collector Rooks 0 4 3

Labette Major Collector Wallace 0 6 6

Bourbon Major Collector 215th 2 3 4

Trego Major Collector Old40 1 4 4

Gray Major Collector County Rd D 0 3 3

Gray Major Collector County Rd Y 3 2 3

Jefferson Major Collector Ferguson Rd 6 10 14

Jefferson Major Collector Wellman 3 6 8

Crawford Major Collector 200th 0 5 3

Crawford Major Collector 260th 0 7 5

Brown Major Collector Horned Owl 2 1 3

Russell Major Collector Old40 0 6 5

Montgomery Major Collector C3900 1 9 8

Miami Major Collector 223rd 2 9 9

Miami Major Collector 327th 1 2 3

Miami Major Collector 379th 0 4 3

Miami Major Collector Hedge 0 5 4

Miami Major Collector Main 0 3 3

Miami Major Collector Metcalf 3 4 4

Miami Major Collector Old KC Rd 1 6 6

Bourbon Minor Collector Maple 3 3 5


Table E.5: State Highway System High Accident Locations for 2004 thru 2008

Reference Point Persons Involved Accidents

County Route Number Lanes* Begin End Miles Killed Disabled Injured Total Severe

DOUGLAS I 70 NL 3.8 4.2 0.4 0 0 1 14 1

DOUGLAS I 70 NL 6 6.3 0.3 0 1 3 14 4

DOUGLAS I 70 NL 13.45 13.65 0.2 0 0 7 37 7

DOUGLAS I 70 NL 14.484 14.514 0.03 0 0 1 6 1

DOUGLAS I 70 NL 14.764 14.864 0.1 0 0 3 10 3

DOUGLAS I 70 NL 14.959 15.159 0.2 0 0 2 31 2

DOUGLAS I 70 SL 3.7 4.1 0.4 0 0 1 13 1

DOUGLAS I 70 SL 4.9 5.3 0.4 0 0 1 20 1

DOUGLAS I 70 SL 8.4 8.709 0.309 0 0 5 37 2

DOUGLAS I 70 SL 13.4 13.55 0.15 0 0 3 16 2

DOUGLAS I 70 SL 14.345 14.395 0.05 0 1 0 7 1

DOUGLAS I 70 SL 15.009 15.159 0.15 1 2 1 20 4

DOUGLAS I 70 SL 15.189 15.289 0.1 0 1 2 13 2

DOUGLAS I 70 SL 16.326 16.626 0.3 0 0 3 11 3

DOUGLAS K 10 NL 10.007 10.138 0.131 0 0 3 49 3

DOUGLAS K 10 NL 12.958 13.008 0.05 0 2 2 10 1

DOUGLAS K 10 NL 13.91 14.021 0.111 1 1 10 22 9

DOUGLAS K 10 NL 16.753 17.253 0.5 0 1 1 17 2

DOUGLAS K 10 NL 20.352 20.552 0.2 0 1 2 13 3

DOUGLAS K 10 SL 10.007 10.057 0.05 0 0 1 28 1

DOUGLAS K 10 SL 13.46 13.51 0.05 0 0 1 8 1

DOUGLAS K 10 SL 14.57 15.048 0.478 0 1 6 18 5

DOUGLAS K 10 SL 16.853 17.153 0.3 0 0 1 8 1

DOUGLAS K 10 X 0 0.1 0.1 0 0 4 7 4

DOUGLAS K 10 X 5.569 5.669 0.1 1 0 3 6 2

DOUGLAS K 10 X 6.319 6.469 0.15 0 2 4 7 2

DOUGLAS K 10 X 6.969 7.069 0.1 0 0 1 6 1

DOUGLAS K 10 X 8.38 8.43 0.05 0 0 2 5 2

DOUGLAS K 10 X 10.138 10.338 0.2 0 2 13 147 10

DOUGLAS K 10 X 10.438 11.182 0.744 0 8 56 573 50

DOUGLAS K 10 X 11.284 11.505 0.221 0 0 22 153 18

DOUGLAS K 10 X 11.573 11.673 0.1 0 0 4 51 3

DOUGLAS K 10 X 11.873 12.173 0.3 0 4 35 255 25

DOUGLAS K 10 X 12.455 12.705 0.25 0 4 23 116 21

DOUGLAS K 33 X 0 0.4 0.4 0 0 1 4 1

DOUGLAS U 24 X 1.617 2.117 0.5 0 2 1 13 3

DOUGLAS U 24 X 3.941 4.091 0.15 0 2 3 10 3




DOUGLAS U 24 X 4.491 4.541 0.05 0 0 5 7 2

DOUGLAS U 24 X 5.873 6.616 0.743 1 2 6 28 7

DOUGLAS U 40 NL 16.361 16.461 0.1 0 0 2 20 2

DOUGLAS U 40 X 2.53 2.83 0.3 0 1 3 6 3

DOUGLAS U 40 X 4.13 4.73 0.6 0 2 4 13 4

DOUGLAS U 40 X 5.73 6.13 0.4 0 1 0 10 1

DOUGLAS U 40 X 6.33 7.03 0.7 0 0 6 16 5

DOUGLAS U 40 X 8.6 9 0.4 0 0 2 7 2

DOUGLAS U 40 X 9.199 9.299 0.1 0 0 1 4 1

DOUGLAS U 40 X 13.144 13.247 0.103 0 0 4 35 4

DOUGLAS U 40 X 13.546 13.604 0.058 0 0 10 30 6

DOUGLAS U 40 X 13.934 14.034 0.1 0 0 15 95 9

DOUGLAS U 40 X 14.297 14.596 0.299 0 1 22 182 18

DOUGLAS U 40 X 14.735 14.835 0.1 0 1 8 47 9

DOUGLAS U 40 X 15.002 15.152 0.15 0 1 15 91 11

DOUGLAS U 40 X 15.572 15.672 0.1 0 1 15 92 9

DOUGLAS U 40 X 15.697 15.847 0.15 0 1 14 75 12

DOUGLAS U 40 X 16.199 16.353 0.154 1 2 9 134 8

DOUGLAS U 40 X 16.643 16.793 0.15 0 1 7 41 6

DOUGLAS U 40 X 16.896 16.946 0.05 0 2 3 21 3

DOUGLAS U 56 X 5.3 5.8 0.5 0 0 1 4 1

DOUGLAS U 56 X 9.6 10.1 0.5 0 1 2 8 2

DOUGLAS U 56 X 10.7 11.4 0.7 0 1 3 11 3

DOUGLAS U 56 X 12.281 12.781 0.5 3 4 9 29 10

DOUGLAS U 56 X 16.666 17.124 0.458 1 0 5 29 5

DOUGLAS U 59 EL 12.94 13.04 0.1 0 0 4 13 2

DOUGLAS U 59 EL 13.14 13.29 0.15 0 1 0 29 1

DOUGLAS U 59 EL 13.49 14.223 0.733 0 0 21 188 16

DOUGLAS U 59 WL 12.74 12.84 0.1 0 1 4 12 3

DOUGLAS U 59 WL 13.14 13.29 0.15 0 0 4 30 3

DOUGLAS U 59 WL 13.618 14.051 0.433 0 2 12 120 10

DOUGLAS U 59 WL 14.173 14.223 0.05 1 0 4 14 2

DOUGLAS U 59 X 2.843 3.343 0.5 0 2 5 11 5

DOUGLAS U 59 X 6.343 6.743 0.4 1 3 3 11 5

DOUGLAS U 59 X 7.843 8.243 0.4 0 3 8 12 5

DOUGLAS U 59 X 10.207 10.307 0.1 2 0 1 5 1

DOUGLAS U 59 X 14.223 14.323 0.1 1 0 15 147 10

DOUGLAS U 59 X 14.404 14.504 0.1 0 0 8 48 5




DOUGLAS U 59 X 14.674 14.824 0.15 0 2 15 111 12

DOUGLAS U 59 X 15.153 15.303 0.15 0 4 11 109 8

DOUGLAS U 59 X 15.403 15.653 0.25 0 1 20 132 13

DOUGLAS U 59 X 15.663 16.063 0.4 0 2 41 277 31

DOUGLAS U 59 X 16.254 16.304 0.05 0 1 4 52 5

JOHNSON I 35 EL 0.934 1.034 0.1 0 0 1 4 1

JOHNSON I 35 EL 1.934 2.334 0.4 0 0 2 10 1

JOHNSON I 35 EL 8.825 8.975 0.15 0 0 2 16 2

JOHNSON I 35 EL 9.589 10.089 0.5 0 2 2 23 3

JOHNSON I 35 EL 13.591 13.741 0.15 0 1 1 51 2

JOHNSON I 35 EL 15.075 15.125 0.05 0 1 0 13 1

JOHNSON I 35 EL 16.038 16.227 0.189 0 2 7 101 7

JOHNSON I 35 EL 18.077 18.377 0.3 0 2 11 85 12

JOHNSON I 35 EL 18.406 18.606 0.2 0 1 3 49 4

JOHNSON I 35 EL 19.391 19.691 0.3 0 3 3 94 5

JOHNSON I 35 EL 20.359 20.459 0.1 0 0 1 27 1

JOHNSON I 35 EL 20.58 20.73 0.15 0 0 2 45 2

JOHNSON I 35 EL 22.569 22.819 0.25 0 0 4 95 4

JOHNSON I 35 EL 23.019 23.519 0.5 0 1 23 142 18

JOHNSON I 35 EL 23.878 24.078 0.2 0 0 4 53 4

JOHNSON I 35 EL 24.993 25.043 0.05 0 2 1 23 3

JOHNSON I 35 EL 25.093 25.407 0.314 0 10 15 193 19

JOHNSON I 35 EL 26.655 26.757 0.102 0 1 6 56 7

JOHNSON I 35 EL 27.27 27.57 0.3 1 3 10 78 11

JOHNSON I 35 EL 27.87 28.449 0.579 0 2 26 190 21

JOHNSON I 35 EL 28.843 29.396 0.553 0 0 21 183 18

JOHNSON I 35 WL 1.034 1.234 0.2 0 0 1 9 1

JOHNSON I 35 WL 2.234 2.534 0.3 1 0 5 12 4

JOHNSON I 35 WL 8.875 8.975 0.1 0 0 1 9 1

JOHNSON I 35 WL 13.591 13.741 0.15 0 0 2 43 1

JOHNSON I 35 WL 16.038 16.227 0.189 0 0 1 114 1

JOHNSON I 35 WL 18.177 18.277 0.1 0 0 3 31 3

JOHNSON I 35 WL 18.406 18.506 0.1 0 1 5 53 4

JOHNSON I 35 WL 20.509 20.63 0.121 0 4 8 39 10

JOHNSON I 35 WL 22.569 22.769 0.2 0 0 4 57 2

JOHNSON I 35 WL 23.319 23.419 0.1 0 0 6 27 4

JOHNSON I 35 WL 24.993 25.043 0.05 0 1 1 24 2

JOHNSON I 35 WL 25.093 25.407 0.314 0 4 23 172 22




JOHNSON I 35 WL 26.149 26.555 0.406 0 2 18 114 16

JOHNSON I 35 WL 26.605 26.957 0.352 0 1 14 117 12

JOHNSON I 35 WL 27.27 27.77 0.5 0 3 19 125 19

JOHNSON I 35 WL 28.149 28.349 0.2 0 1 8 44 8

JOHNSON I 35 WL 29.096 29.296 0.2 0 2 9 35 6

JOHNSON I 435 EL 3.104 3.579 0.475 0 3 24 331 19

JOHNSON I 435 EL 4.029 4.479 0.45 0 5 30 237 26

JOHNSON I 435 EL 4.729 4.829 0.1 0 0 5 37 5

JOHNSON I 435 EL 4.979 5.505 0.526 0 1 23 233 18

JOHNSON I 435 EL 6.205 6.707 0.502 0 0 17 213 14

JOHNSON I 435 EL 8.287 8.387 0.1 1 3 5 31 8

JOHNSON I 435 EL 10.867 11.017 0.15 1 0 5 23 5

JOHNSON I 435 WL 0 0.1 0.1 1 1 4 52 6

JOHNSON I 435 WL 1.594 1.744 0.15 0 0 1 48 1

JOHNSON I 435 WL 2.198 2.348 0.15 0 1 4 65 4

JOHNSON I 435 WL 3.229 3.479 0.25 0 0 9 161 9

JOHNSON I 435 WL 5.179 5.279 0.1 0 0 4 43 4

JOHNSON I 435 WL 5.305 5.405 0.1 0 0 4 47 4

JOHNSON I 435 WL 6.205 6.407 0.202 0 1 9 169 10

JOHNSON I 435 WL 7.687 7.887 0.2 0 1 4 61 5

JOHNSON I 435 WL 8.287 8.437 0.15 0 0 2 58 2

JOHNSON I 435 WL 8.579 8.679 0.1 0 2 2 36 3

JOHNSON I 435 WL 10.917 11.017 0.1 0 0 4 16 3

JOHNSON I 435 WL 14.51 14.56 0.05 0 0 3 12 1

JOHNSON I 635 WL 0 0.379 0.379 0 2 4 85 5

JOHNSON K 7 EL 11.337 11.487 0.15 0 0 2 21 2

JOHNSON K 7 EL 21.661 21.711 0.05 0 2 1 25 2

JOHNSON K 7 EL 22.734 22.834 0.1 0 3 2 10 4

JOHNSON K 7 EL 23.284 23.434 0.15 0 1 3 16 4

JOHNSON K 7 WL 8.408 8.608 0.2 0 2 3 65 5

JOHNSON K 7 WL 11.337 11.487 0.15 0 0 1 39 1

JOHNSON K 7 WL 13.598 13.648 0.05 1 0 2 7 2

JOHNSON K 7 WL 15.642 15.742 0.1 0 1 1 10 2

JOHNSON K 7 WL 21.661 21.761 0.1 0 0 1 17 1

JOHNSON K 7 WL 22.734 22.834 0.1 0 3 6 14 5

JOHNSON K 7 WL 23.284 23.434 0.15 0 2 5 16 6

JOHNSON K 7 X 10.28 10.48 0.2 0 3 9 73 8

JOHNSON K 7 X 10.53 10.68 0.15 0 1 7 51 6




JOHNSON K 7 X 10.92 11.02 0.1 0 3 6 30 4

JOHNSON K 10 NL 4.245 4.445 0.2 0 0 1 10 1

JOHNSON K 10 NL 11.788 11.888 0.1 0 1 0 10 1

JOHNSON K 10 NL 13.715 13.865 0.15 0 0 3 31 3

JOHNSON K 10 NL 15.643 15.743 0.1 0 2 0 15 2

JOHNSON K 10 SL 2.377 2.477 0.1 0 0 2 5 1

JOHNSON K 10 SL 3.347 3.547 0.2 0 0 1 9 1

JOHNSON K 10 SL 4.345 4.474 0.129 0 1 0 9 1

JOHNSON K 10 SL 5.766 5.966 0.2 0 1 1 10 2

JOHNSON K 10 SL 11.687 11.988 0.301 0 1 7 32 7

JOHNSON K 10 SL 13.715 13.765 0.05 0 0 4 10 3

JOHNSON K 10 SL 15.593 15.746 0.153 0 1 2 43 3

JOHNSON K 10 SL 16.146 16.246 0.1 0 0 4 13 4

JOHNSON U 56 NL 10.245 10.445 0.2 0 0 1 34 1

JOHNSON U 56 NL 28.421 29.021 0.6 0 2 37 222 32

JOHNSON U 56 NL 29.121 29.271 0.15 0 0 2 35 2

JOHNSON U 56 NL 29.536 29.636 0.1 0 0 1 24 1

JOHNSON U 56 NL 29.791 29.891 0.1 0 0 2 17 2

JOHNSON U 56 NL 30.293 30.393 0.1 0 0 4 19 2

JOHNSON U 56 NL 30.753 30.903 0.15 0 2 6 21 5

JOHNSON U 56 NL 31.253 31.403 0.15 0 0 1 16 1

JOHNSON U 56 SL 10.245 10.445 0.2 0 0 7 23 2

JOHNSON U 56 SL 28.421 28.871 0.45 0 4 17 120 17

JOHNSON U 56 SL 29.486 29.636 0.15 0 1 5 26 5

JOHNSON U 56 SL 30.191 30.343 0.152 0 0 4 31 3

JOHNSON U 56 SL 30.753 30.903 0.15 0 0 8 40 6

JOHNSON U 56 SL 31.253 31.403 0.15 1 0 3 28 4

JOHNSON U 56 X 2.4 2.8 0.4 0 1 2 7 2

JOHNSON U 56 X 4.95 5.15 0.2 0 0 6 5 3

JOHNSON U 56 X 7.99 8.24 0.25 0 2 4 74 5

JOHNSON U 56 X 8.63 8.73 0.1 0 0 3 31 2

JOHNSON U 56 X 8.994 9.144 0.15 0 1 11 57 9

JOHNSON U 56 X 32.463 32.563 0.1 0 5 7 47 6

JOHNSON U 56 X 33.01 33.06 0.05 0 0 5 30 3

JOHNSON U 69 EL 0.8 1.3 0.5 0 0 5 14 5

JOHNSON U 69 EL 2.013 2.113 0.1 0 0 1 6 1

JOHNSON U 69 EL 9.951 10.169 0.218 0 0 4 46 4

JOHNSON U 69 EL 12.448 12.698 0.25 0 0 3 64 2




JOHNSON U 69 EL 12.7 12.8 0.1 0 0 1 20 1

JOHNSON U 69 EL 13.5 13.88 0.38 1 2 13 185 14

JOHNSON U 69 EL 14.13 14.419 0.289 0 1 8 116 9

JOHNSON U 69 EL 14.739 14.889 0.15 0 0 3 33 3

JOHNSON U 69 EL 15.689 15.789 0.1 0 1 0 15 1

JOHNSON U 69 EL 16.327 16.477 0.15 0 2 1 24 2

JOHNSON U 69 EL 16.627 17.227 0.6 0 3 19 164 16

JOHNSON U 69 EL 17.247 17.297 0.05 0 0 1 9 1

JOHNSON U 69 EL 21.646 21.746 0.1 0 0 1 12 1

JOHNSON U 69 EL 21.796 21.946 0.15 0 0 4 41 4

JOHNSON U 69 EL 22.199 22.349 0.15 0 0 5 16 5

JOHNSON U 69 EL 22.399 22.549 0.15 0 0 3 17 2

JOHNSON U 69 WL 1.913 2.213 0.3 0 0 2 10 1

JOHNSON U 69 WL 6.028 6.052 0.024 0 0 2 9 2

JOHNSON U 69 WL 7.95 8.151 0.201 0 0 4 55 4

JOHNSON U 69 WL 9.951 10.169 0.218 0 3 5 109 7

JOHNSON U 69 WL 12.448 12.648 0.2 0 0 6 45 6

JOHNSON U 69 WL 13.5 13.78 0.28 0 1 5 99 5

JOHNSON U 69 WL 14.269 14.519 0.25 0 0 15 96 15

JOHNSON U 69 WL 14.669 15.089 0.42 0 1 10 131 8

JOHNSON U 69 WL 15.639 16.027 0.388 0 0 5 147 5

JOHNSON U 69 WL 16.827 17.227 0.4 0 2 5 55 6

JOHNSON U 69 WL 21.846 21.946 0.1 0 0 1 18 1

JOHNSON U 69 WL 22.149 22.249 0.1 0 0 2 9 1

JOHNSON U 69 WL 23.149 23.299 0.15 0 0 3 20 3

JOHNSON U 169 EL 1.005 1.105 0.1 0 2 1 4 1

JOHNSON U 169 EL 1.975 2.19 0.215 0 0 9 27 7

JOHNSON U 169 EL 8.27 8.408 0.138 0 0 6 171 6

JOHNSON U 169 EL 19.805 19.955 0.15 0 0 4 38 4

JOHNSON U 169 EL 20.157 20.307 0.15 0 0 4 39 3

JOHNSON U 169 EL 20.407 20.557 0.15 1 2 7 53 6

JOHNSON U 169 EL 20.953 21.103 0.15 0 0 2 34 1

JOHNSON U 169 EL 21.153 21.353 0.2 0 0 2 35 2

JOHNSON U 169 EL 21.403 21.603 0.2 0 0 4 37 4

JOHNSON U 169 EL 21.96 22.11 0.15 0 0 2 29 2

JOHNSON U 169 EL 22.21 22.36 0.15 0 0 5 31 3

JOHNSON U 169 EL 22.41 22.513 0.103 0 0 3 18 3

JOHNSON U 169 WL 0.805 1.305 0.5 0 1 10 13 5




JOHNSON U 169 WL 1.975 2.175 0.2 0 0 3 25 2

JOHNSON U 169 WL 2.19 2.327 0.137 0 0 1 5 1

JOHNSON U 169 WL 5.197 5.416 0.219 0 0 4 29 3

JOHNSON U 169 WL 8.358 8.408 0.05 0 0 2 26 2

JOHNSON U 169 WL 19.805 19.905 0.1 0 0 4 54 3

JOHNSON U 169 WL 19.907 20.057 0.15 0 1 3 40 3

JOHNSON U 169 WL 20.157 20.307 0.15 0 0 2 35 2

JOHNSON U 169 WL 20.407 20.557 0.15 0 0 5 41 4

JOHNSON U 169 WL 21.003 21.103 0.1 0 0 1 16 1

JOHNSON U 169 WL 21.203 21.353 0.15 0 0 5 17 3

JOHNSON U 169 WL 21.453 21.603 0.15 0 0 2 43 2

JOHNSON U 169 WL 21.96 22.11 0.15 0 0 2 52 2

JOHNSON U 169 WL 22.21 22.36 0.15 0 0 3 23 3

JOHNSON U 169 WL 25.415 25.527 0.112 1 1 1 17 3

JOHNSON U 169 X 22.513 22.613 0.1 0 0 10 48 7

JOHNSON U 169 X 22.963 23.063 0.1 0 0 3 44 2

JOHNSON U 169 X 23.263 24.12 0.857 3 6 44 445 45

JOHNSON U 169 X 24.47 24.57 0.1 0 0 10 44 6

JOHNSON U 169 X 24.97 25.12 0.15 0 0 8 55 5

LEAVENWORTH I 70 NL 0 0.6 0.6 0 1 6 23 7

LEAVENWORTH I 70 NL 1.1 1.7 0.6 0 2 3 27 3

LEAVENWORTH I 70 NL 3 3.7 0.7 0 4 6 35 4

LEAVENWORTH I 70 NL 5.812 6.512 0.7 0 2 12 53 11

LEAVENWORTH I 70 NL 7.212 7.512 0.3 0 0 5 11 3

LEAVENWORTH I 70 NL 9.112 9.412 0.3 0 0 1 10 1

LEAVENWORTH I 70 NL 10.812 11.512 0.7 0 1 4 31 3

LEAVENWORTH I 70 NL 14.112 14.812 0.7 0 5 5 29 6

LEAVENWORTH I 70 NL 15.512 16.312 0.8 0 1 6 35 6

LEAVENWORTH I 70 SL 2 2.9 0.9 0 0 3 29 3

LEAVENWORTH I 70 SL 3 3.7 0.7 0 0 8 32 7

LEAVENWORTH I 70 SL 7.912 8.412 0.5 0 1 2 17 3

LEAVENWORTH I 70 SL 10.112 10.412 0.3 0 0 8 10 3

LEAVENWORTH I 70 SL 10.712 11.712 1 0 2 1 49 2

LEAVENWORTH I 70 SL 13.212 13.512 0.3 1 0 1 9 2

LEAVENWORTH I 70 SL 15.112 16.568 1.456 1 0 7 64 7

LEAVENWORTH K 5 X 0 0.25 0.25 0 0 1 7 1

LEAVENWORTH K 5 X 1.65 2.65 1 2 0 6 21 7

LEAVENWORTH K 5 X 3.65 3.75 0.1 0 0 1 4 1




LEAVENWORTH K 5 X 4.1 4.9 0.8 1 1 11 44 11

LEAVENWORTH K 5 X 6.305 6.605 0.3 0 1 3 13 3

LEAVENWORTH K 16 X 2.7 3 0.3 1 2 3 6 3

LEAVENWORTH K 16 X 5.82 6.32 0.5 0 0 1 9 1

LEAVENWORTH K 16 X 8.395 8.434 0.039 0 0 1 3 1

LEAVENWORTH K 32 X 5.028 5.528 0.5 0 0 2 5 1

LEAVENWORTH K 32 X 9.699 10.299 0.6 0 0 3 9 3

LEAVENWORTH K 32 X 13.099 13.599 0.5 0 2 7 11 5

LEAVENWORTH K 32 X 14.809 15.309 0.5 0 0 5 19 3

LEAVENWORTH K 92 X 5.2 5.6 0.4 0 1 1 4 2

LEAVENWORTH K 92 X 7.5 7.936 0.436 0 0 3 5 2

LEAVENWORTH K 92 X 9.936 10.436 0.5 0 1 3 5 2

LEAVENWORTH K 92 X 10.936 11.736 0.8 1 0 5 14 4

LEAVENWORTH K 92 X 13.036 13.447 0.411 0 0 3 6 3

LEAVENWORTH K 92 X 14.701 14.801 0.1 0 0 1 7 1

LEAVENWORTH K 92 X 15.885 16.047 0.162 0 0 4 24 2

LEAVENWORTH K 92 X 16.081 16.231 0.15 0 0 1 15 1

LEAVENWORTH K 92 X 16.311 16.611 0.3 0 1 5 53 4

LEAVENWORTH K 92 X 16.651 16.801 0.15 0 0 3 25 2

LEAVENWORTH K 192 X 7.392 7.792 0.4 0 1 0 8 1

LEAVENWORTH U 24 NL 16.617 16.917 0.3 0 1 5 8 4

LEAVENWORTH U 24 NL 17.513 18.313 0.8 2 2 13 21 9

LEAVENWORTH U 24 SL 11.572 11.772 0.2 1 0 4 4 3

LEAVENWORTH U 24 SL 17.513 18.313 0.8 0 0 2 16 2

LEAVENWORTH U 24 X 4.9 5.7 0.8 1 2 2 18 3

LEAVENWORTH U 24 X 6.4 7.4 1 1 0 6 16 5

LEAVENWORTH U 24 X 7.672 8.072 0.4 1 2 3 15 5

LEAVENWORTH U 24 X 8.834 9.134 0.3 0 0 1 8 1

LEAVENWORTH U 24 X 9.334 9.51 0.176 0 0 9 24 5

LEAVENWORTH U 24 X 10.013 10.513 0.5 0 5 18 27 13

LEAVENWORTH U 73 X 4.364 4.514 0.15 0 1 7 70 7

LEAVENWORTH U 73 X 5.654 5.804 0.15 0 0 6 41 6

LEAVENWORTH U 73 X 5.947 6.097 0.15 0 3 21 53 14

LEAVENWORTH U 73 X 6.408 6.608 0.2 0 0 9 82 7

LEAVENWORTH U 73 X 7.528 7.628 0.1 0 0 6 35 5

LEAVENWORTH U 73 X 7.943 8.093 0.15 0 0 5 34 5

LEAVENWORTH U 73 X 8.148 8.198 0.05 1 0 3 19 4

LEAVENWORTH U 73 X 8.209 8.359 0.15 0 0 1 25 1




LEAVENWORTH U 73 X 9.043 9.143 0.1 0 2 6 22 5

LEAVENWORTH U 73 X 10.469 10.619 0.15 0 2 3 9 4

LEAVENWORTH U 73 X 16.971 17.471 0.5 0 1 2 9 3

MIAMI I 35 EL 0.6 1.1 0.5 0 0 3 9 2

MIAMI K 7 X 3.11 3.41 0.3 1 0 0 3 1

MIAMI K 68 X 12.47 12.57 0.1 0 0 5 4 2

MIAMI K 68 X 16.77 17.07 0.3 0 0 3 11 2

MIAMI K 68 X 19.976 20.066 0.09 0 0 3 12 3

MIAMI K 68 X 20.79 20.89 0.1 0 0 1 10 1

MIAMI K 68 X 21.063 21.463 0.4 0 2 4 17 5

MIAMI K 68 X 22.562 22.862 0.3 0 0 1 6 1

MIAMI U 69 EL 6.022 6.122 0.1 0 0 1 3 1

MIAMI U 169 WL 11.056 11.156 0.1 0 3 0 3 1

WYANDOTTE I 35 WL 0.145 0.245 0.1 0 1 1 32 2

WYANDOTTE I 35 WL 0.805 0.905 0.1 0 0 1 25 1

WYANDOTTE I 70 NL 0 0.05 0.05 1 2 2 7 3

WYANDOTTE I 70 NL 0.2 0.3 0.1 0 1 0 5 1

WYANDOTTE I 70 NL 1.45 1.75 0.3 1 4 7 118 9

WYANDOTTE I 70 NL 1.779 1.879 0.1 0 2 0 14 2

WYANDOTTE I 70 NL 2.629 2.729 0.1 0 0 1 13 1

WYANDOTTE I 70 NL 3.124 3.324 0.2 1 3 10 29 9

WYANDOTTE I 70 NL 3.774 3.874 0.1 0 1 1 9 2

WYANDOTTE I 70 NL 5.085 5.711 0.626 1 2 9 73 11

WYANDOTTE I 70 NL 9.288 9.388 0.1 0 1 2 12 3

WYANDOTTE I 70 NL 10.827 11.177 0.35 0 4 15 91 13

WYANDOTTE I 70 NL 12.477 12.577 0.1 0 1 5 22 6

WYANDOTTE I 70 NL 14.212 14.311 0.099 0 0 5 36 5

WYANDOTTE I 70 NL 15.598 15.721 0.123 0 0 2 19 2

WYANDOTTE I 70 NL 16.312 16.512 0.2 0 0 4 15 3

WYANDOTTE I 70 NL 16.863 16.963 0.1 0 0 3 10 2

WYANDOTTE I 70 NL 17.013 17.339 0.326 0 2 11 61 10

WYANDOTTE I 70 NL 17.389 17.489 0.1 0 6 3 15 6

WYANDOTTE I 70 SL 1.45 1.7 0.25 0 0 5 29 4

WYANDOTTE I 70 SL 5.135 5.235 0.1 0 1 2 11 3

WYANDOTTE I 70 SL 5.285 5.511 0.226 0 4 9 32 9

WYANDOTTE I 70 SL 8.145 8.345 0.2 0 1 0 25 1

WYANDOTTE I 70 SL 12.548 12.598 0.05 0 1 0 16 1

WYANDOTTE I 70 SL 12.986 13.086 0.1 0 0 3 15 3




WYANDOTTE I 70 SL 14.212 14.311 0.099 0 0 2 54 2

WYANDOTTE I 70 SL 14.411 14.561 0.15 0 0 4 23 3

WYANDOTTE I 70 SL 15.598 15.621 0.023 0 0 2 9 1

WYANDOTTE I 70 SL 16.105 16.155 0.05 0 0 1 8 1

WYANDOTTE I 70 SL 17.063 17.289 0.226 0 0 8 32 6

WYANDOTTE I 435 EL 4.572 4.872 0.3 1 1 3 37 5

WYANDOTTE I 435 EL 5.197 5.347 0.15 0 0 3 18 3

WYANDOTTE I 435 WL 1.267 1.286 0.019 0 0 2 5 1

WYANDOTTE I 435 WL 4.672 4.772 0.1 0 0 2 8 2

WYANDOTTE I 635 EL 1.714 1.814 0.1 0 0 2 19 2

WYANDOTTE I 635 EL 1.914 2.014 0.1 0 2 5 22 6

WYANDOTTE I 635 EL 2.545 2.595 0.05 0 1 1 17 2

WYANDOTTE I 635 EL 3.272 3.372 0.1 0 0 4 14 2

WYANDOTTE I 635 EL 3.922 4.022 0.1 0 1 1 20 2

WYANDOTTE I 635 EL 4.072 4.491 0.419 0 3 12 68 13

WYANDOTTE I 635 EL 5.102 5.152 0.05 0 1 0 12 1

WYANDOTTE I 635 WL 0.4 0.864 0.464 0 8 21 117 24

WYANDOTTE I 635 WL 3.272 3.472 0.2 1 0 1 30 2

WYANDOTTE I 635 WL 4.022 4.172 0.15 0 1 3 26 4

WYANDOTTE I 635 WL 4.191 4.391 0.2 0 3 5 26 5

WYANDOTTE K 5 X 5.02 5.12 0.1 0 0 2 28 2

WYANDOTTE K 5 X 5.37 5.47 0.1 0 1 2 13 2

WYANDOTTE K 5 X 6.27 6.42 0.15 0 1 0 16 1

WYANDOTTE K 5 X 6.72 6.92 0.2 0 0 4 45 3

WYANDOTTE K 5 X 7.271 7.671 0.4 0 1 6 59 4

WYANDOTTE K 5 X 8.285 8.335 0.05 0 0 2 9 1

WYANDOTTE K 5 X 8.885 9.035 0.15 0 0 2 22 2

WYANDOTTE K 5 X 9.185 9.335 0.15 0 0 8 19 4

WYANDOTTE K 5 X 9.526 9.626 0.1 0 0 4 15 2

WYANDOTTE K 5 X 10.026 10.176 0.15 0 1 2 16 2

WYANDOTTE K 5 X 10.226 10.426 0.2 0 0 2 20 2

WYANDOTTE K 5 X 15.972 16.072 0.1 0 0 3 5 2

WYANDOTTE K 5 X 16.555 16.655 0.1 0 0 1 6 1

WYANDOTTE K 5 X 17.886 17.986 0.1 0 2 0 4 1

WYANDOTTE K 5 X 18.136 18.286 0.15 0 1 1 5 2

WYANDOTTE K 5 X 18.429 18.479 0.05 0 0 2 3 1

WYANDOTTE K 7 EL 2.026 2.176 0.15 0 3 4 45 4

WYANDOTTE K 7 EL 2.576 3.125 0.549 0 2 13 111 8




WYANDOTTE K 7 EL 3.175 3.375 0.2 0 10 14 54 15

WYANDOTTE K 7 EL 4.307 4.327 0.02 0 0 1 5 1

WYANDOTTE K 7 WL 2.076 2.176 0.1 0 1 5 30 4

WYANDOTTE K 7 WL 2.742 2.842 0.1 0 0 2 21 2

WYANDOTTE K 7 WL 2.925 3.077 0.152 1 0 7 38 5

WYANDOTTE K 7 WL 3.227 3.377 0.15 0 5 4 16 4

WYANDOTTE K 7 WL 4.307 4.327 0.02 0 0 2 6 2

WYANDOTTE K 32 NL 2.057 2.307 0.25 2 4 7 23 6

WYANDOTTE K 32 NL 9.292 9.442 0.15 0 0 1 10 1

WYANDOTTE K 32 NL 10.092 10.242 0.15 0 2 5 21 3

WYANDOTTE K 32 NL 10.592 10.742 0.15 0 1 1 12 2

WYANDOTTE K 32 NL 11.137 11.237 0.1 0 1 1 13 2

WYANDOTTE K 32 NL 12.129 12.179 0.05 0 1 1 7 2

WYANDOTTE K 32 NL 13.428 13.528 0.1 0 0 2 13 2

WYANDOTTE K 32 SL 10.092 10.242 0.15 0 0 2 14 2

WYANDOTTE K 32 SL 10.592 10.742 0.15 0 0 3 12 2

WYANDOTTE K 32 SL 11.137 11.237 0.1 0 0 1 15 1

WYANDOTTE K 32 SL 11.456 11.606 0.15 0 1 1 15 2

WYANDOTTE K 32 SL 13.578 13.928 0.35 0 1 8 35 5

WYANDOTTE K 32 X 1.519 1.619 0.1 0 1 3 16 3

WYANDOTTE U 24 NL 1.381 1.531 0.15 1 2 8 21 6

WYANDOTTE U 24 NL 2.901 3.051 0.15 0 1 2 12 2

WYANDOTTE U 24 NL 3.951 4.212 0.261 0 3 5 25 4

WYANDOTTE U 24 NL 5.495 5.595 0.1 0 0 3 11 2

WYANDOTTE U 24 NL 7.246 7.396 0.15 1 0 3 14 3

WYANDOTTE U 24 NL 7.811 7.911 0.1 0 0 2 11 2

WYANDOTTE U 24 NL 8.061 8.161 0.1 0 2 1 9 2

WYANDOTTE U 24 NL 8.261 8.511 0.25 0 1 7 50 6

WYANDOTTE U 24 NL 8.55 8.7 0.15 0 0 1 24 1

WYANDOTTE U 24 NL 8.914 9.014 0.1 0 0 1 15 1

WYANDOTTE U 24 NL 9.206 9.306 0.1 1 1 1 18 2

WYANDOTTE U 24 NL 9.941 10.091 0.15 0 0 3 17 3

WYANDOTTE U 24 NL 10.441 10.541 0.1 0 4 3 12 6

WYANDOTTE U 24 NL 10.981 11.081 0.1 0 0 4 16 2

WYANDOTTE U 24 NL 11.234 11.384 0.15 0 0 3 17 2

WYANDOTTE U 24 NL 11.934 12.034 0.1 0 0 2 9 2

WYANDOTTE U 24 NL 12.234 12.384 0.15 0 0 8 18 7

WYANDOTTE U 24 NL 12.434 12.534 0.1 0 2 1 13 2




WYANDOTTE U 24 NL 12.944 13.094 0.15 0 0 1 18 1

WYANDOTTE U 24 NL 13.175 13.225 0.05 0 0 1 8 1

WYANDOTTE U 24 NL 15.076 15.226 0.15 0 2 6 24 7

WYANDOTTE U 24 NL 15.85 16 0.15 0 0 2 8 2

WYANDOTTE U 24 SL 1.381 1.531 0.15 0 0 6 14 3

WYANDOTTE U 24 SL 2.876 3.051 0.175 0 3 0 24 2

WYANDOTTE U 24 SL 5.062 5.212 0.15 0 0 2 10 2

WYANDOTTE U 24 SL 5.745 5.845 0.1 0 1 3 10 2

WYANDOTTE U 24 SL 7.246 7.396 0.15 1 0 1 18 2

WYANDOTTE U 24 SL 7.961 8.161 0.2 0 1 4 24 4

WYANDOTTE U 24 SL 8.211 8.411 0.2 0 0 1 26 1

WYANDOTTE U 24 SL 8.55 8.85 0.3 0 0 4 37 2

WYANDOTTE U 24 SL 9.206 9.256 0.05 0 0 1 23 1

WYANDOTTE U 24 SL 9.941 10.091 0.15 0 1 5 27 4

WYANDOTTE U 24 SL 10.391 10.541 0.15 0 0 6 18 5

WYANDOTTE U 24 SL 12.184 12.384 0.2 0 0 3 24 2

WYANDOTTE U 24 SL 12.894 13.094 0.2 0 3 4 41 4

WYANDOTTE U 24 SL 15.076 15.226 0.15 0 0 7 16 4

WYANDOTTE U 24 SL 15.563 15.663 0.1 1 0 3 8 4

WYANDOTTE U 24 X 13.325 13.475 0.15 0 0 4 44 3

WYANDOTTE U 24 X 13.925 14.075 0.15 0 1 11 66 6

WYANDOTTE U 24 X 14.234 14.384 0.15 0 2 11 57 8

WYANDOTTE U 24 X 14.534 14.684 0.15 0 1 5 32 5

WYANDOTTE U 69 EL 0.705 0.905 0.2 0 0 9 41 6

WYANDOTTE U 69 EL 1.593 1.774 0.181 0 0 6 20 5

WYANDOTTE U 69 EL 3.345 3.602 0.257 3 2 5 40 7

WYANDOTTE U 69 EL 3.952 4.101 0.149 0 0 11 19 5

WYANDOTTE U 69 WL 0.705 0.905 0.2 0 1 9 42 6

WYANDOTTE U 69 WL 1.674 1.924 0.25 0 0 4 25 2

WYANDOTTE U 69 WL 3.345 3.602 0.257 0 0 8 44 8

WYANDOTTE U 69 WL 4.051 4.101 0.05 0 1 2 13 2

WYANDOTTE U 69 X 6.061 6.211 0.15 0 0 5 47 3

WYANDOTTE U 69 X 6.918 7.018 0.1 0 0 1 16 1

WYANDOTTE U 69 X 7.607 7.757 0.15 0 1 1 20 1

WYANDOTTE U 69 X 9.157 9.307 0.15 0 0 3 42 2

WYANDOTTE U 73 EL 5.879 5.979 0.1 1 0 5 18 3

WYANDOTTE U 73 WL 5.879 6.029 0.15 0 0 5 15 4

WYANDOTTE U 169 EL 1.09 1.14 0.05 0 0 1 16 1




WYANDOTTE U 169 EL 1.7 2.175 0.475 0 0 14 108 13

WYANDOTTE U 169 EL 3.369 3.375 0.006 1 2 3 15 2

WYANDOTTE U 169 EL 3.728 3.763 0.035 1 0 3 4 2

WYANDOTTE U 169 WL 1.7 1.8 0.1 0 1 5 19 2

WYANDOTTE U 169 WL 2.025 2.175 0.15 0 0 5 31 3

WYANDOTTE U 169 WL 2.361 2.511 0.15 0 0 3 16 2

WYANDOTTE U 169 WL 3.369 3.375 0.006 0 0 2 7 1

WYANDOTTE U 169 X 0 0.05 0.05 0 0 1 15 1

WYANDOTTE U 169 X 0.376 0.426 0.05 0 0 5 26 4

WYANDOTTE U 169 X 0.626 0.726 0.1 0 0 10 36 5

WYANDOTTE U 169 X 1.14 1.19 0.05 0 0 5 25 2

WYANDOTTE U 169 X 1.435 1.485 0.05 0 0 3 23 2

* If undivided, entered as "X". If divided, lanes are given by location, not direction.

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Appendix E – Transportation System Performance€¦ · Level of Service can be explained in terms of vehicular traffic flow, maneuverability, driver comfort, average speed, and