Measures of Effectiveness. 2. Financial status report and annual progress report, no more than 90 days after the end of the budget period.
Measures of Effectiveness. To provide a comprehensive evaluation of TSP strategy impacts, we used several XXXx to regularly assess impacts on traffic and transit operations. Each MOE reflected the impact of the TSP system from a certain perspective, and they jointly provided a relatively complete assessment on the SS-RTSP project. In this study, we separated the chosen XXXx into two categories: primary XXXx and secondary ones. The primary XXXx addressed our major concerns about the SS-RTSP project and could be calculated by using field-observed data. The secondary XXXx were useful for an in-depth understanding of TSP performance but could not be directly derived from field-observed data. We relied on microscopic simulation models to calculate the secondary XXXx.
Measures of Effectiveness. For the AM peak period, speeds along southbound I-680 average near 52 miles per hour (mph), but the maximum individual delay of 17.0 minutes (versus an average travel time of 19.7 minutes) indicates severe congestion due to the Sunol Boulevard bottleneck. During the PM peak period, southbound I-680 speeds are generally near free flow (64.6 mph), as the travel time calculation limits do not include the queue for the Xxxxxxxxx Canyon Road to Alcosta Boulevard bottleneck. However, the effects of queuing for the Stoneridge Drive to Xxxxxx Avenue bottleneck are evident in the maximum individual delay of
Measures of Effectiveness. The project would not change the number of vehicles served in the study area throughout the course of each study period; this is to be expected as the total demand volumes between the No Project and Plus Project scenarios are nearly identical. Peak period vehicle miles traveled (VMT) is largely identical between the No Project and Plus Project scenarios (less than a 1 percent increase between No Project and Plus Project). The modeled increase in VMT is attributed to more vehicles remaining on the mainline rather than diverting to other routes under Plus Project conditions. With the project, vehicle hours of delay in the study area would decrease by between 20 and 45 percent during the study periods (5:00 AM to 1:00 PM and 2:00 PM to 9:00 PM). Along southbound I-680, AM peak period travel times and travel speeds would improve with the project compared to the No Project condition, as the HOV/express lane would better accommodate demand volumes in the bottleneck between the Sunol Boulevard on-ramp and Xxxxxxx Road off- ramp. Travel time along the corridor would also be more reliable than with the No Project condition due to the projected reductions in congestion. Similar benefits will occur in the PM peak period. Along northbound I-680, travel times, speeds, and delays would remain nearly constant for the AM peak period, as the facility would be uncongested in the No Project and Plus Project scenarios throughout the AM peak period. In the PM peak period, travel time with the project would decrease by nearly 5 percent, and travel speed would increase by about 6 percent. Travel time reliability would improve, as the maximum individual delay with the project would decrease from 4.1 minutes to 0.5 minutes. As discussed further in Section 5.2, the project is anticipated to be constructed in two phases. In Year 2025, if only Phase 1 is operational, it would decrease vehicle hours of delay in the study area by between 23 and 32 percent compared with the No Project condition. On southbound I-680, Phase 1 would result in lower average travel times, higher average travel speeds, and lower maximum individual delays than the No Project condition. The travel times, speeds, and individual delays for southbound I-680 with Phase 1 would be the same as with the Plus Project condition (both phases constructed). Travel times, travel speeds, and maximum individual delays on northbound I-680 would be the same as with the No Project condition. HOV/Express Lane Operations HOV/expre...
Measures of Effectiveness. At PESG, we measure our effectiveness by two predominant factors: fill rates and customer satisfaction.
Measures of Effectiveness. The District shall provide C/CAG with performance measure criteria to assess the effectiveness of the Redi-Wheels program including but not limited to: a) hours of service per month, b) number of trips per month, and number of individuals who ride in a given month, c) cost per passenger. The Redi-Wheels program includes sub-contracted taxi services. In addition, the District will also provide C/CAG with metrics illustrating Redi-Wheels contractors' performance relative to established goals, which include:
