Evaluation of Travel Time Methods to Support Mobility Performance Monitoring:
Peace Bridge (Page 2 of 3)
Freight Delay Analysis
The measure for the freight transportation system at international roadway border crossings is travel delay per truck trip through the first inspection point in the import country. Delay is measured relative to the travel time at low volume conditions, which will allow the processing time of the inspection to be accommodated outside of the measure. Estimating the average delay per truck for each hour where congestion is present and then applying the average hourly truck volume produces an estimate of total delay.
The average delay per truck for each hour is the difference between the travel time at low volume conditions and the travel time each hour. Travel time is also affected by the number of open inspection booths and this information was recorded on all days as it changed. To determine the average travel time for each road segment, the matched license plate data in the database is used. The number of matches are noted for statistical analysis and the travel time is noted for each hour. The travel time for each truck was assigned to the hour when they passed through the primary customs inspection location as this was the only location that remained consistent throughout the data collection. It should be noted, however, that the hourly volumes are obtained from the bridge operators and are measured at the toll booths.
The data are presented in Tables 8 through 19. The columns illustrate the key elements for estimating delay:
- No Delay Travel Time – The time through the system at low volume conditions. For this report, the value used was that of the lowest hourly travel time in that direction for each three-day data collection period.
- Average Number of Open Booths – The average number of primary Customs commercial vehicle inspection booths open and available for processing trucks. This figure is not used to compute delay but is useful to help understand the relationship between booths, traffic volume, and delay.
- Number of Matched Vehicles – The number of vehicle observation used to estimate the travel time for each hour.
- Average Travel Time – The amount of travel time from entry to exit for trucks entering the system each hour (use the time the vehicle passes the advance point as the determinant of the time period label).
- Delay per Trip – The difference between the average travel time and the "no delay" time.
- Average Traffic Volume – The average hourly truck volume for the "season" or time of year being analyzed. For both weeks of data collection, the applicable season is March through June. Also, the average traffic volumes shown are computed for only Tuesdays, Wednesdays, and Thursdays during the four-month season.
- Total Delay – The product of the hourly truck volume and delay per trip.
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 6:00–7:00 AM | 9.73 | 2.00 | 1 | 15.73 | 6.00 | 105 | 629.31 |
| 7:00–8:00 AM | 9.73 | 1.35 | 13 | 12.62 | 2.89 | 104 | 300.99 |
| 8:00–9:00 AM | 9.73 | 1.00 | 18 | 21.80 | 12.07 | 119 | 1,430.30 |
| 9:00–10:00 AM | 9.73 | 1.25 | 23 | 32.80 | 23.07 | 112 | 2,591.38 |
| 10:00–11:00 AM | 9.73 | 2.00 | 15 | 32.63 | 22.90 | 122 | 2,788.92 |
| 11:00–12:00 PM | 9.73 | 2.00 | 30 | 19.08 | 9.35 | 132 | 1,232.66 |
| 12:00–1:00 PM | 9.73 | 2.00 | 4 | 15.12 | 5.39 | 138 | 742.95 |
| 1:00–2:00 PM | 9.73 | 2.00 | 36 | 13.38 | 3.65 | 138 | 505.57 |
| 2:00–3:00 PM | 9.73 | 2.00 | 18 | 10.80 | 1.07 | 141 | 150.62 |
| 3:00–4:00 PM | 9.73 | 2.00 | 32 | 11.80 | 2.07 | 136 | 280.88 |
| 4:00–5:00 PM | 9.73 | 2.00 | 2 | 22.10 | 12.37 | 133 | 1,643.54 |
| 5:00–6:00 PM | 9.73 | 2.00 | 25 | 14.27 | 4.54 | 124 | 560.28 |
| 6:00–7:00 PM | 9.73 | 1.36 | 9 | 16.88 | 7.15 | 119 | 847.81 |
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 9:00–10:00 AM | 9.73 | 2.00 | 11 | 9.73 | 0.00 | 112 | 0.00 |
| 10:00–11:00 AM | 9.73 | 2.00 | 19 | 12.43 | 2.70 | 122 | 328.78 |
| 11:00–12:00 PM | 9.73 | 2.00 | 32 | 15.33 | 5.60 | 132 | 738.02 |
| 12:00–1:00 PM | 9.73 | 2.00 | 38 | 21.05 | 11.32 | 138 | 1,560.83 |
| 1:00–2:00 PM | 9.73 | 2.00 | 16 | 17.73 | 8.00 | 138 | 1,107.08 |
| 2:00–3:00 PM | 9.73 | 2.00 | 43 | 12.63 | 2.90 | 141 | 408.23 |
| 3:00–4:00 PM | 9.73 | 2.00 | 33 | 15.30 | 5.57 | 136 | 755.35 |
| 4:00–5:00 PM | 9.73 | 2.00 | 34 | 19.17 | 9.43 | 133 | 1,253.36 |
| 5:00–6:00 PM | 9.73 | 2.00 | 36 | 17.02 | 7.28 | 124 | 899.49 |
| 6:00–7:00 PM | 9.73 | 2.00 | 29 | 15.28 | 5.55 | 119 | 657.78 |
| 7:00–8:00 PM | 9.73 | 2.00 | 59 | 23.42 | 13.68 | 122 | 1,670.68 |
| 8:00–9:00 PM | 9.73 | 2.00 | 28 | 20.77 | 11.03 | 125 | 1,376.62 |
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 10:00–11:00 AM | 9.73 | 3.00 | 8 | 36.65 | 26.92 | 122 | 3,278.03 |
| 11:00–12:00 PM | 9.73 | 3.00 | 11 | 35.85 | 26.12 | 132 | 3,442.31 |
| 12:00–1:00 PM | 9.73 | 3.00 | 12 | 37.32 | 27.59 | 138 | 3,804.84 |
| 1:00–2:00 PM | 9.73 | 3.00 | 12 | 48.92 | 39.19 | 138 | 5,422.83 |
| 2:00–3:00 PM | 9.73 | 3.00 | 25 | 38.37 | 28.64 | 141 | 4,031.16 |
| 3:00–4:00 PM | 9.73 | 3.00 | 36 | 16.28 | 6.55 | 136 | 889.24 |
| 4:00–5:00 PM | 9.73 | 3.00 | 37 | 17.80 | 8.07 | 133 | 1,072.22 |
| 5:00–6:00 PM | 9.73 | 3.00 | 36 | 13.92 | 4.19 | 124 | 517.05 |
| 6:00–7:00 PM | 9.73 | 3.00 | 22 | 18.53 | 8.80 | 119 | 1,043.36 |
| 7:00–8:00 PM | 9.73 | 3.00 | 43 | 23.57 | 13.84 | 122 | 1,689.40 |
| 8:00–9:00 PM | 9.73 | 3.00 | 28 | 17.22 | 7.49 | 125 | 934.11 |
| 9:00–10:00 PM | 9.73 | 3.00 | 3 | 11.87 | 2.14 | 118 | 252.70 |
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 10:00–11:00 AM | 8.98 | 3.00 | 8 | 35.52 | 26.53 | 122 | 3,230.94 |
| 11:00–12:00 PM | 8.98 | 3.00 | 11 | 35.33 | 26.35 | 132 | 3,472.63 |
| 12:00–1:00 PM | 8.98 | 3.00 | 12 | 36.75 | 27.77 | 138 | 3,829.66 |
| 1:00–2:00 PM | 8.98 | 3.00 | 12 | 47.88 | 38.90 | 138 | 5,383.16 |
| 2:00–3:00 PM | 8.98 | 3.06 | 25 | 37.47 | 28.48 | 141 | 4,009.58 |
| 3:00–4:00 PM | 8.98 | 4.00 | 36 | 15.15 | 6.17 | 136 | 836.77 |
| 4:00–5:00 PM | 8.98 | 2.79 | 37 | 16.67 | 7.68 | 133 | 1,020.85 |
| 5:00–6:00 PM | 8.98 | 3.00 | 36 | 12.78 | 3.80 | 124 | 469.30 |
| 6:00–7:00 PM | 8.98 | 2.69 | 22 | 17.40 | 8.42 | 119 | 997.54 |
| 7:00–8:00 PM | 8.98 | 2.79 | 43 | 22.63 | 13.65 | 122 | 1,666.61 |
| 8:00–9:00 PM | 8.98 | 3.00 | 28 | 16.08 | 7.10 | 125 | 885.86 |
| 9:00–10:00 PM | 8.98 | 3.00 | 3 | 10.73 | 1.75 | 118 | 206.97 |
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 9:00–10:00 AM | 8.98 | 3.00 | 25 | 10.03 | 1.05 | 112 | 117.94 |
| 10:00–11:00 AM | 8.98 | 3.00 | 79 | 15.67 | 6.68 | 122 | 813.82 |
| 11:00–12:00 PM | 8.98 | 3.00 | 93 | 19.05 | 10.07 | 132 | 1,326.67 |
| 12:00–1:00 PM | 8.98 | 3.00 | 105 | 21.10 | 12.12 | 138 | 1,671.17 |
| 1:00–2:00 PM | 8.98 | 3.00 | 103 | 14.72 | 5.73 | 138 | 793.41 |
| 2:00–3:00 PM | 8.98 | 2.79 | 83 | 14.70 | 5.72 | 141 | 804.73 |
| 3:00–4:00 PM | 8.98 | 3.00 | 86 | 25.78 | 16.80 | 136 | 2,279.63 |
| 4:00–5:00 PM | 8.98 | 3.00 | 119 | 20.50 | 11.52 | 133 | 1,530.17 |
| 5:00–6:00 PM | 8.98 | 3.00 | 95 | 9.48 | 0.50 | 124 | 61.75 |
| 6:00–7:00 PM | 8.98 | 3.00 | 98 | 8.98 | 0.00 | 119 | 0.00 |
| 7:00–8:00 PM | 8.98 | 3.00 | 100 | 9.68 | 0.70 | 122 | 85.47 |
| 8:00–9:00 PM | 8.98 | 2.77 | 67 | 21.60 | 12.62 | 125 | 1,574.17 |
| 9:00–10:00 PM | 8.98 | 3.00 | 71 | 18.42 | 9.43 | 118 | 1,115.67 |
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 6:00–7:00 AM | 8.98 | 2.00 | 28 | 9.03 | 0.05 | 105 | 5.24 |
| 7:00–8:00 AM | 8.98 | 2.00 | 64 | 13.97 | 4.98 | 104 | 519.61 |
| 8:00–9:00 AM | 8.98 | 2.00 | 73 | 11.40 | 2.42 | 119 | 286.38 |
| 9:00–10:00 AM | 8.98 | 2.32 | 81 | 21.12 | 12.13 | 112 | 1,362.90 |
| 10:00–11:00 AM | 8.98 | 3.00 | 107 | 20.13 | 11.15 | 122 | 1,357.73 |
| 11:00–12:00 PM | 8.98 | 3.00 | 73 | 31.05 | 22.07 | 132 | 2,908.13 |
| 12:00–1:00 PM | 8.98 | 3.63 | 116 | 36.25 | 27.27 | 138 | 3,760.70 |
| 1:00–2:00 PM | 8.98 | 3.01 | 101 | 29.50 | 20.52 | 138 | 2,839.19 |
| 2:00–3:00 PM | 8.98 | 3.00 | 85 | 33.68 | 24.70 | 141 | 3,477.00 |
| 3:00–4:00 PM | 8.98 | 2.82 | 18 | 33.42 | 24.43 | 136 | 3,315.42 |
| 4:00–5:00 PM | 8.98 | 2.90 | 71 | 44.77 | 35.78 | 133 | 4,754.37 |
| 5:00–6:00 PM | 8.98 | 3.44 | 91 | 31.08 | 22.10 | 124 | 2,729.35 |
| 6:00–7:00 PM | 8.98 | 3.00 | 67 | 25.50 | 16.52 | 119 | 1,957.54 |
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 6:00–7:00 AM | 7.32 | 2.00 | 4 | 7.32 | 0.00 | 74 | 0.00 |
| 7:00–8:00 AM | 7.32 | 1.82 | 42 | 9.15 | 1.83 | 82 | 150.26 |
| 8:00–9:00 AM | 7.32 | 2.00 | 54 | 9.02 | 1.70 | 115 | 196.15 |
| 9:00–10:00 AM | 7.32 | 2.00 | 60 | 8.50 | 1.18 | 137 | 161.75 |
| 10:00–11:00 AM | 7.32 | 2.00 | 58 | 10.27 | 2.95 | 145 | 427.69 |
| 11:00–12:00 PM | 7.32 | 2.94 | 53 | 8.40 | 1.08 | 142 | 153.75 |
| 12:00–1:00 PM | 7.32 | 3.00 | 9 | 8.27 | 0.95 | 136 | 128.93 |
| 1:00–2:00 PM | 7.32 | 3.00 | 84 | 9.65 | 2.33 | 134 | 313.16 |
| 2:00–3:00 PM | 7.32 | 3.00 | 95 | 11.12 | 3.80 | 139 | 527.40 |
| 3:00–4:00 PM | 7.32 | 2.97 | 92 | 9.52 | 2.20 | 133 | 291.50 |
| 4:00–5:00 PM | 7.32 | 3.00 | 67 | 11.73 | 4.42 | 135 | 595.91 |
| 5:00–6:00 PM | 7.32 | 3.00 | 70 | 14.43 | 7.12 | 134 | 954.45 |
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 9:00–10:00 AM | 7.32 | 2.78 | 36 | 7.32 | 0.00 | 137 | 0.00 |
| 10:00–11:00 AM | 7.32 | 3.00 | 68 | 7.97 | 0.65 | 145 | 94.24 |
| 11:00–12:00 PM | 7.32 | 3.00 | 90 | 8.73 | 1.42 | 142 | 201.06 |
| 12:00–1:00 PM | 7.32 | 3.00 | 68 | 8.55 | 1.23 | 136 | 167.38 |
| 1:00–2:00 PM | 7.32 | 3.00 | 3 | 15.18 | 7.87 | 134 | 1,055.80 |
| 2:00–3:00 PM | 7.32 | 3.00 | 106 | 14.60 | 7.28 | 139 | 1,010.84 |
| 3:00–4:00 PM | 7.32 | 3.00 | 80 | 11.70 | 4.38 | 133 | 580.79 |
| 4:00–5:00 PM | 7.32 | 3.00 | 79 | 12.52 | 5.20 | 135 | 701.60 |
| 5:00–6:00 PM | 7.32 | 3.00 | 57 | 20.15 | 12.83 | 134 | 1,721.15 |
| 6:00–7:00 PM | 7.32 | 3.00 | 3 | 31.12 | 23.80 | 140 | 3,333.37 |
| 7:00–8:00 PM | 7.32 | 3.00 | ND | ND | - | 145 | - |
| 8:00–9:00 PM | 7.32 | 3.00 | 50 | 16.53 | 9.22 | 132 | 1,213.76 |
| 9:00–10:00 PM | 7.32 | 3.00 | 42 | 25.70 | 18.38 | 127 | 2,343.52 |
ND – No data were recorded
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 10:00–11:00 AM | 7.32 | 3.00 | 41 | 11.58 | 4.27 | 145 | 618.58 |
| 11:00–12:00 PM | 7.32 | 3.00 | 88 | 12.37 | 5.05 | 142 | 716.71 |
| 12:00–1:00 PM | 7.32 | 3.00 | 88 | 10.95 | 3.63 | 136 | 493.09 |
| 1:00–2:00 PM | 7.32 | 3.00 | 61 | 9.85 | 2.53 | 134 | 340.00 |
| 2:00–3:00 PM | 7.32 | 3.00 | 37 | 12.83 | 5.52 | 139 | 765.65 |
| 3:00–4:00 PM | 7.32 | 3.00 | 57 | 23.35 | 16.03 | 133 | 2,124.42 |
| 4:00–5:00 PM | 7.32 | 3.00 | 53 | 30.48 | 23.17 | 135 | 3,125.72 |
| 5:00–6:00 PM | 7.32 | 3.00 | 51 | 30.28 | 22.97 | 134 | 3,080.18 |
| 6:00–7:00 PM | 7.32 | 3.00 | 75 | 20.03 | 12.72 | 140 | 1,781.07 |
| 7:00–8:00 PM | 7.32 | 3.00 | 75 | 8.67 | 1.35 | 145 | 195.70 |
| 8:00–9:00 PM | 7.32 | 3.00 | 70 | 10.60 | 3.28 | 132 | 432.39 |
| 9:00–10:00 PM | 7.32 | 3.00 | 36 | 12.22 | 4.90 | 127 | 624.66 |
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 9:00–10:00 AM | 8.98 | 1.99 | 29 | 11.97 | 2.98 | 137 | 407.80 |
| 10:00–11:00 AM | 8.98 | 2.11 | 65 | 12.45 | 3.47 | 145 | 502.60 |
| 11:00–12:00 PM | 8.98 | 2.97 | 66 | 16.25 | 7.27 | 142 | 1,031.31 |
| 12:00–1:00 PM | 8.98 | 2.88 | 108 | 12.18 | 3.20 | 136 | 434.28 |
| 1:00–2:00 PM | 8.98 | 3.00 | 87 | 15.45 | 6.47 | 134 | 867.90 |
| 2:00–3:00 PM | 8.98 | 3.00 | 80 | 21.22 | 12.23 | 139 | 1,697.85 |
| 3:00–4:00 PM | 8.98 | 3.00 | 95 | 19.60 | 10.62 | 133 | 1,406.71 |
| 4:00–5:00 PM | 8.98 | 2.22 | 63 | 23.38 | 14.40 | 135 | 1,942.89 |
| 5:00–6:00 PM | 8.98 | 2.00 | 56 | 50.75 | 41.77 | 134 | 5,601.55 |
| 6:00–7:00 PM | 8.98 | 2.00 | 36 | 72.88 | 63.90 | 140 | 8,949.69 |
| 7:00–8:00 PM | 8.98 | 2.00 | 36 | 96.83 | 87.85 | 145 | 12,734.87 |
| 8:00–9:00 PM | 8.98 | 2.00 | 43 | 101.37 | 92.38 | 132 | 12,166.17 |
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 9:00–10:00 AM | 8.98 | 3.00 | 27 | 17.93 | 8.95 | 137 | 1,223.40 |
| 10:00–11:00 AM | 8.98 | 3.00 | 90 | 10.48 | 1.50 | 145 | 217.47 |
| 11:00–12:00 PM | 8.98 | 3.00 | 97 | 12.82 | 3.83 | 142 | 544.04 |
| 12:00–1:00 PM | 8.98 | 3.00 | 86 | 20.13 | 11.15 | 136 | 1,513.18 |
| 1:00–2:00 PM | 8.98 | 3.00 | 109 | 19.97 | 10.98 | 134 | 1,474.09 |
| 2:00–3:00 PM | 8.98 | 3.00 | 86 | 20.63 | 11.65 | 139 | 1,616.89 |
| 3:00–4:00 PM | 8.98 | 3.00 | 87 | 26.82 | 17.83 | 133 | 2,362.92 |
| 4:00–5:00 PM | 8.98 | 3.00 | 48 | 32.77 | 23.78 | 135 | 3,208.92 |
| 5:00–6:00 PM | 8.98 | 3.00 | 19 | 62.10 | 53.12 | 134 | 7,123.76 |
| 6:00–7:00 PM | 8.98 | 3.00 | 40 | 82.15 | 73.17 | 140 | 10,247.55 |
| 7:00–8:00 PM | 8.98 | 3.00 | 55 | 71.73 | 62.75 | 145 | 9,096.34 |
| 8:00–9:00 PM | 8.98 | 3.00 | 35 | 85.87 | 76.88 | 132 | 10,124.94 |
| 9:00–10:00 PM | 8.98 | 3.46 | 34 | 90.97 | 81.98 | 127 | 10,451.30 |
| Time Period | (a) "No Delay" Travel Time |
(b) Average No. of Open Booths |
(c) Number of "Matched" Vehicles |
(d) Average Travel Time |
(e) Delay Per Trip (d - a) |
(f) Average Traffic Volume |
(g) Total Delay (f x e) |
|---|---|---|---|---|---|---|---|
| 6:00–7:00 AM | 8.98 | 2.00 | 43 | 11.73 | 2.75 | 74 | 203.87 |
| 7:00–8:00 AM | 8.98 | 2.00 | 79 | 8.98 | 0.00 | 82 | 0.00 |
| 8:00–9:00 AM | 8.98 | 2.00 | 75 | 18.07 | 9.08 | 115 | 1,048.08 |
| 9:00–10:00 AM | 8.98 | 2.00 | 77 | 9.00 | 0.02 | 137 | 2.28 |
| 10:00–11:00 AM | 8.98 | 2.00 | 80 | 10.07 | 1.08 | 145 | 157.06 |
| 11:00–12:00 PM | 8.98 | 2.00 | 76 | 9.97 | 0.98 | 142 | 139.56 |
| 12:00–1:00 PM | 8.98 | 2.00 | 101 | 12.07 | 3.08 | 136 | 418.44 |
| 1:00–2:00 PM | 8.98 | 2.00 | 106 | 14.70 | 5.72 | 134 | 767.24 |
| 2:00–3:00 PM | 8.98 | 2.00 | 98 | 18.37 | 9.38 | 139 | 1,302.30 |
| 3:00–4:00 PM | 8.98 | 2.00 | 68 | 24.43 | 15.45 | 133 | 2,047.13 |
| 4:00–5:00 PM | 8.98 | 2.00 | 87 | 23.70 | 14.72 | 135 | 1,985.62 |
| 5:00–6:00 PM | 8.98 | 2.00 | 84 | 23.18 | 14.20 | 134 | 1,904.44 |
| 6:00–7:00 PM | 8.98 | 2.00 | 35 | 21.67 | 12.68 | 140 | 1,776.40 |
From examination of the data, it appeared that there was a bimodal distribution of travel times in the inbound direction. A smaller group of trucks had longer travel times than most of the trucks moving through at a given time and most of the times for this smaller group were quite similar to each other. This is expected due to the additional processing time experienced by trucks that were processed at the CVPC. Canadian Customs officials indicated that a delay of 20 minutes or more was common for trucks needing to wait for proper authorization and this was consistent with the observed data. The data for these vehicles are presented in Tables 20 and 21. There were considerably less data per hour for vehicles likely passing through the CVPC than for other vehicles. While not containing sufficient sample sizes for detailed analysis, these data provide some additional insight to the overall experience of truck travel times at the Peace Bridge. It should also be noted that some vehicles included in this table could have spent an equivalent amount of time at the Duty Free Shop without visiting the CVPC.
| Time Period | 5/22/2001 | 5/23/2001 | 5/24/2001 | |||
|---|---|---|---|---|---|---|
| Matches | Average Travel Time | Matches | Average Travel Time | Matches | Average Travel Time | |
| 7:00–8:00 AM | 1 | 36.68 |  |
|
|
|
| 8:00–9:00 AM | 4 | 37.72 | |
|
|
|
| 9:00–10:00 AM | ND | ND | 1 | 33.32 | |
|
| 10:00–11:00 AM | 4 | 45.82 | 8 | 42.50 | |
|
| 11:00–12:00 PM | 3 | 42.78 | 8 | 46.28 | 7 | 46.90 |
| 12:00–1:00 PM | 1 | 55.87 | 13 | 45.68 | 7 | 50.75 |
| 1:00–2:00 PM | 5 | 45.78 | 3 | 66.18 | 10 | 47.27 |
| 2:00–3:00 PM | 5 | 46.52 | 6 | 51.65 | 7 | 56.88 |
| 3:00–4:00 PM | 4 | 43.12 | 15 | 46.13 | 2 | 49.23 |
| 4:00–5:00 PM | 10 | 48.65 | 14 | 45.87 | 8 | 64.20 |
| 5:00–6:00 PM | 13 | 50.45 | 9 | 57.40 | 25 | 60.55 |
| 6:00–7:00 PM | 3 | 44.77 | 4 | 60.95 | 14 | 63.58 |
| 7:00–8:00 PM | |
|
ND | ND | 20 | 48.87 |
| 8:00–9:00 PM | |
|
ND | ND | 9 | 49.50 |
| 9:00–10:00 PM | |
|
10 | 66.48 | 5 | 60.32 |
ND – No data were recorded
| Time Period | 6/19/2001 | 6/20/2001 | 6/21/2001 | |||
|---|---|---|---|---|---|---|
| Matches | Average Travel Time | Matches | Average Travel Time | Matches | Average Travel Time | |
| 7:00–8:00 AM | |
|
|
|
14 | 45.40 |
| 8:00–9:00 AM | |
|
|
|
13 | 56.35 |
| 9:00–10:00 AM | |
|
|
|
16 | 56.98 |
| 10:00–11:00 AM | 4 | 66.02 | |
|
11 | 48.32 |
| 11:00–12:00 PM | 7 | 53.95 | 7 | 46.58 | 10 | 56.75 |
| 12:00–1:00 PM | 15 | 48.50 | 8 | 56.15 | 8 | 47.40 |
| 1:00–2:00 PM | 3 | 47.67 | 17 | 53.45 | 9 | 49.07 |
| 2:00–3:00 PM | 13 | 54.78 | 11 | 59.32 | 16 | 58.18 |
| 3:00–4:00 PM | 14 | 52.33 | 18 | 65.13 | 11 | 53.45 |
| 4:00–5:00 PM | 13 | 63.45 | 11 | 70.22 | 11 | 54.42 |
| 5:00–6:00 PM | 14 | 85.48 | 1 | 101.65 | 15 | 59.12 |
| 6:00–7:00 PM | 9 | 90.77 | 8 | 106.20 | 15 | 50.90 |
| 7:00–8:00 PM | ND | ND | 8 | 119 | |
|
| 8:00–9:00 PM | 3 | 126.45 | 9 | 124 | |
|
| 9:00–10:00 PM | 3 | 149.40 | |
|
|
|
ND – No data were recorded
As previously mentioned, the number of open primary Customs inspection booths was also recorded. Examining the previous tables shows the relationship between the volume of trucks moving across the border and the number of open inspection booths on the travel times, particularly in the inbound direction.
At the Peace Bridge, data collectors had to relocate due to an increasing queue length in both the outbound and inbound directions. Heading into Canada, a location was selected at the next ramp down I-190 from the bridge, approximately 0.75 miles from the initial location. On several occasions, the data collector moved to the alternate location only to discover that the queue had already dissipated. This caused some additional small gaps in the data collection.
On 5/24/01, the OB-1 collector moved from the original location to the highway ramp for the first time at approximately 10:30 am and remained there for 50 minutes. At 11:50 am and 2:10 pm, the collector moved for a second and third time and remained there for about 20 minutes each time. The OB-1 collector moved for a fourth time at 6:50, but only for ten minutes.
During the second week of data collection, the OB-1 collector only moved once, on 6/21/01 from 3 to 5:15 pm. Earlier in the day, around 10:30 am, car traffic entering Canada inspection blocked the access of trucks to the approach to the commercial inspection booths periodically and for approximately 3 minutes all the commercial inspection booths were empty. Traffic across the bridge into Canada was allowed to use two of the three lanes for the entire distance but there car volumes were quite high keeping the congestion level high for much of the day. On 6/20/01, while the collector never had to move, the queue approached the end of the off-ramp from I-190 near the OB-1 location four times.
Heading into the U.S., several different locations along the QEW were chosen, depending on the current conditions. Of course, it was the easiest to record data at the initial location near the Canadian Duty Free Shop as trucks approached the bridge. Here, they were moving slowly and were most often single file. The next location was along the Concession Road ramp, approximately 0.45 miles from the initial location. The farthest point was at the Gilmore Road interchange, approximately 2.8 miles from the initial location. Here, trucks would pass at highway speeds and would often use both lanes, reducing the number of vehicles that could be effectively recorded. On several occasions, the queue actually approached quite close to the Gilmore Road location.
Of note on 5/22/01 was that some construction blocked the U.S. primary inspection booths for about 3 minutes shortly before 9 am. On 5/23/01, just before 5:30 pm, the IB-1 collector had to move to the highway location at Concession Road. Approximately 20 minutes later, the collector returned to the original location. On 5/24/01, the IB-1 collector again moved to Concession Road at 4 pm and remained there until about 5:30 pm.
The late afternoon and evening hours during the second week of data collection were more congested than during the first week of data collection. On 6/19/01, the IB-1 collector moved to Concession Road at 5:30 and then to Gilmore Road at 6 pm. The collector remained at the Gilmore Road location until the end of data collection at approximately 10 pm. On 6/20/01 the collector moved from the original location directly to Gilmore Road at around 4:30 pm and remained there until the 10 pm cut-off time. The collector did not have to move from the original location during the last day of collection, 6/21/01, which ended at 6:30 pm.
For all days of data collection, there were no weather conditions of note and the chosen locations for data collection proved to be well suited to the task. Of particular issue, however, was the difficulty in reading license plates beginning at early dusk. While the locations near the bridge facility provided ample lighting, the illuminated headlights of approaching trucks effectively blinded the data collectors until the split second before the truck passed their location. This proved particularly difficult for the IB-1 collector who was recording trucks passing in excess of 60 miles per hour. The binoculars that all data collectors used to some degree made the glare even more pronounced.
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