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CIRCUITOFTHE: LAMERICAS~
July 29,2011
Danny Hobby County Executive Department of Emergency Services 5501 Airport Blvd., Ste. 203 Austin, Texas 78751
Steve Manilla County Executive Transportation and Natural Resources Department 411 W.13thSt., llthFI. Austin, Texas 78701 Dear Messrs. Hobby and Manilla: As per the letter we delivered to you on May 31, 2011, please find enclosed the updated draft traffic study/plan for your review.
By separate email, Charles Brigance (CBD Engineering) will provide you today with a preliminary engineering report and estimated costs to satisfy item # 2 of the letter dated May 31,2011.
If you have any questions or comments, please do not hesitate to contact me.
Sincerely,
Encl: Technical Memorandum (July 29,2011), by Kimley-Horn and Associates, Inc.
HOME OF THE WORLD CHAMPIONSHIPS
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CONFIDENTIAL DOCUMENT NOT FOR DISTRIBUTION
TECHNICAL MEMORANDUM To: From: Date: Subject: Mr. Steve Sexton, President, Circuit of the Americas Aaron W. Nathan, P.E., AICP Kimley-Horn and Associates, Inc. (TX Reg. F-928) July 29, 2011 Transportation Management Plan Outline Circuit of the Americas Travis County, Texas
Introduction Kimley-Horn and Associates, Inc. was retained by the Circuit of the Americas to provide professional services to develop an outline for a transportation management plan for the proposed facility located between Elroy Road and FM 812, just east of SH 130 in Travis County, Texas. This outline is intended to serve as the basis for which a detailed, event specific transportation management plan can be developed in cooperation with Travis County, the City of Austin, TxDOT, and other local stakeholders. Purpose The primary purpose of this outline is to supplement the previously completed Traffic and Transportation Analysis dated December 1, 2010. As the Circuit of the Americas finalizes their plan for on-site accommodations and begins construction, a supporting transportation management plan is required to safely and efficiently move employees, contractors, spectators, and emergency personnel into and out of the Circuit for a variety of different events. This outline is intended to present the framework for a surface transportation plan for Travis County, City of Austin, and TxDOT review. Upon approval of this conceptual plan, a detailed implementation plan can be developed for the initial events at the facility. Existing Conditions A vicinity map that presents the existing roadway cross-sections and major traffic control devices can be seen in Exhibit 1. A more detailed schematic exhibit of the existing study area roadway network is presented in Exhibit 4. Based on our analysis of the existing roadway network, the study area that will require transportation management resources (signing, delineators, etc.) outside of those that would typically be used during a typical peak hour is within the following approximate boundary: SH 71 to the north, SH 21 to the east, Moore Road to the south, and US 183 to the west. While additional resources (such as manual control of nearby traffic signals and additional guide signing) may be required outside of this area, the focus of this outline is within this boundary. A detailed description of the existing roadway facilities within the study area was provided in the December 1, 2010 analysis.
Transportation Management Plan Outline Circuit of the Americas, Travis County, Texas July 2011 Page 1

Proposed Facility Review Circuit of the Americas is planning a facility to host a wide variety of functions, including a variety of different motor racing events, concerts, meetings, etc. It is anticipated that the major function of the facility is to host the Formula 1 United States Grand Prix, which will likely occur once per calendar year beginning in 2012. While other motor racing events have been announced (MotoGP and V8 Supercars beginning in 2013), the attendance at these events is likely to be less than anticipated for Formula 1. A typical Formula 1 Grand Prix event weekend consists of 3-days of scheduled events, with two practice sessions (one in the AM and one in the PM) on the Friday, practice (AM) and qualifying (PM) on Saturday, and the two-hour maximum time race on Sunday (anticipated to occur at 1:00 PM). It is anticipated that the event weekend will consist of multiple support races mixed into the Formula 1 events. In addition, the event promoters have committed to a major post-race support race and/or concert on Sunday in order to reduce the post-race exiting traffic demand. The focus of this outline is to develop the pre- and post-event transportation management plans for an event that includes 120,000 spectators (Sunday). For events that are anticipated to include less than 120,000 spectators, a scaled-down version of this plan would be implemented. The exact elements of the plan that would be removed or modified for a smaller event will be determined at the implementation stage. Proposed Site Plan and Access Points The Circuit of the Americas is served by a variety of access locations along FM 812, Elroy Road, McAngus Road, and Piland Triangle as summarized below: Primary access is via the proposed Circuit of the Americas (CoTA) Boulevard, which is a proposed six-lane undivided roadway that connects FM 812 and Elroy Road. By constructing a six-lane roadway without a median, lanes can easily be reversed within the site to provide for various operational scenarios; and having six-lanes within the site will exceed the number of lanes serving the site from the off-site roadway network, limiting the possibility for the site to become the bottleneck for entering and exiting traffic. Dedicated lanes are also planned for shuttle services. Additional access points to the facility are planned in the following locations: Along Piland Triangle to the east of CoTA Boulevard (primarily planned to serve official traffic and emergency vehicles); Along Elroy Road to serve the parking areas on the northeast side of the facility; and Along McAngus Road to serve the parking areas on the east side of the facility.
Transportation Management Plan Outline Circuit of the Americas, Travis County, Texas
July 2011 Page 2

Parking Management Circuit of the Americas intends to implement a system where parking passes are purchased in advance of the event and placed in a visible location on the windshield. This system eliminates the need to collect cash for parking upon vehicle entry and improves the flow of vehicles into the separate parking areas by minimizing the chances for a parking area to receive more vehicles than number of available spaces (by having event organizers not selling more passes than the number of available spaces). The following additional elements are proposed for the parking management plan: Parking attendants will individually park each vehicle in an orderly manner to quickly get vehicles into an individual space; Grass parking areas will be marked in such fashion that parking attendants can maximize the use of the property; and Parking lots will be named or numbered with a short designation to allow for quick communication (and large font) on parking passes and roadway network signing. This outline proposes a set of letter designations for use for each parking area (M, C, T, GS, and E lots).
Attached to this outline is the most recent site plan layout (Sheet 259) that presents the proposed parking areas within the boundaries of the Circuit of the Americas. ITS Elements Circuit of the Americas intends to implement a small-scale CCTV network to allow for the centralized monitoring of on-site operations to assist with security, emergency monitoring, and traffic control. This network will include key off-site intersections (i.e. FM 812 and SH 130, McAngus and Elroy, US 183 and Burleson, etc.) to monitor traffic flow, manage incidents, or facilitate emergency vehicles response. The Circuit of the Americas intends to partner with Travis County, the City of Austin, and TxDOT to share and/or provide limited access to the CCTV network where possible. The Circuit of the Americas may also benefit from having some form of limited access to existing public ITS infrastructure that exists within the study area roadway network. Detailed conversations about a concept of operations are planned with local public agencies to formalize this element of the plan. Development of the Transportation Management Plan Outline In order to develop an outline for a surface transportation management plan for an event with 120,000 spectators at the Circuit of the Americas, the following assumptions were made: A unique pre-event (inbound) and post-event (outbound) plan would be needed to serve the projected traffic volumes within a reasonable amount of time (both partial and full contraflow facilities will be required); and No off-site capacity improvements would be provided within the study area prior to January 1, 2013 that could be utilized for any planned events in 2012.
July 2011 Page 3

In order to create the framework for the transportation management plan, the following steps were followed: (1) Develop a set of assumptions for trip generation and mode choice (determination of the types and number of vehicles); (2) Develop the framework for a management plan that will best serve the pre- and post-event plan; and (3) Determination of approximate service times based on the proposed plan. (1) Trip Generation and Mode Choice Assumptions In order to determine how the approximately 120,000 attendees will arrive at the Circuit of the Americas, the following set of assumptions were developed: The following primary modes of travel will be utilized: automobiles, shuttles, campers/RVs, bicycles, and helicopters; Private automobiles on-site will have an average of 3.5 persons per vehicle, those using the off-site shuttle lot(s) will have an average of 2.5 persons per vehicle; 120 Shuttles (likely Capital Metro or similar buses) with a capacity of 55 people each will serve the facility; Other smaller shuttle vehicles (likely from downtown hotels or other private providers) with a capacity of 25 people each will serve the facility; Campers/RVs will have an average of 4 people per camper; 500 attendees will arrive via bicycle along a dedicated route that is to be determined (a preliminary concept is proposed in Exhibits 5 and 6); and Helicopters will have an average of 3 people per helicopter. Based on these assumptions: 20,575 on-site parking spaces x 3.5 people per car = 72,012 people arrive/depart via automobile the day of the event and park on-site; ~ 5,000 off-site entrepreneurial parking spaces x 3.5 people per car = 17,500 people arrive/depart via automobile the day of the event and park offsite within walking distance; 480 shuttle trips x 55 people per shuttle = 26,400 people arrive/depart via shuttle in a remote parking facility; - 480 inbound and 480 outbound shuttle trips assumes you have 120 shuttles running a 60 minute loop (30 minutes to the facility including unloading time, 30 minutes to return to the lot including loading time) for 4 hours both before and after the event; - Remote parking area will average 2.5 persons per car; therefore the potential remote parking facility identified at the intersection of SH 71 and SH 130 will require roughly 10,500 parking spaces (roughly 100+ acres); 60 shuttle trips x 25 people per shuttle for other charter shuttles (e.g. downtown hotels, private tour providers, etc.) = 1,500 people arrive/depart via other shuttle vehicles;
July 2011 Page 4

500 off-site camping/RV spaces (in off-site entrepreneurial lots within walking distance) x 4 people per camper/RV = 2,000 people arrive/depart via campers well in advance of the start of the event (some many days early), with a large majority staying more than 4 hours after the end of the event; 500 arrive via bicycle from a remote parking area that will average 2 persons per car; therefore remote parking facility(s) need to be identified with roughly 250 parking spaces (roughly 2-3 acres) located adjacent to a dedicated bicycle access route; and 500 arrive via helicopter (3 persons per helicopter = 166 helicopter trips). These assumptions result in 120,412 people arriving to the facility via these major modes of travel (72,012 + 17,500 + 26,400 + 1,500 + 2,000 + 500 + 500), in excess of the 120,000 anticipated visitors. It should be noted that these assumptions do not include motorcycle traffic or taxis. A paved area for dedicated motorcycle parking is planned for the facility (although the specific location has not yet been identified). A more detailed motorcycle parking plan will be developed specifically for MotoGP and other motorcycle racing events, where a significant percentage of traffic will arrive via this mode. Taxi traffic is not encouraged for the facility, as it will be difficult to bring in (and out) a significant number of taxis that dont bring in a significant number of spectators per vehicle. While they could potentially use the proposed shuttle route, Circuit of the Americas does not intend to encourage this vehicle type at the facility. (2) Framework for the Transportation Management Plan The primary goal for any special event traffic management plan is to minimize conflicts between flows. This requires the creation, communication, and management of a pre- and post-event route pattern that can free-flow vehicles to and from the facility in the most efficient manner possible. By minimizing the number of stops, manually controlling (or simply turning off) nearby traffic signals to create free-flow conditions, taking advantage of multi-lane facilities, eliminating conflicting movements, and using traffic control personnel to manage potential conflict points, vehicles can operate at nearly free-flow conditions within the study area. With nearly free-flow conditions on the roadway network, the controlling capacity values become the ability for vehicles to make right- and left-turns on the roadway network as they enter and exit the study area network. Based on information contained in the Highway Capacity Manual, the controlling capacity value is roughly 750 vehicles per hour per lane. It should be noted that values of 900 to 1000 vehicles per hour per lane have been observed at comparable facilities in the United States. (2a) Routing Plan Development
July 2011 Page 5

A routing plan was developed based on an analysis of the existing transportation system, the proposed site plan for the facility, and a reasonable set of assumptions regarding the origin of event attendees across the state. In addition, consideration was made to create: A. A dedicated route for shuttle service (this route will partially function as a shared facility with traffic control officers giving shuttles priority access, and also provide for a preferred route for other shuttle services from downtown or suburban Austin area hotels, charter services, or other out-of-town locations); B. A dedicated route for emergency/official use only (via Piland Triangle, Maha Loop, and Moore Road); C. A plan that recognized that the McAngus parking area (later called the M Lots in this analysis) is not connected by a vehicle route with the other parking facilities adjacent to the facility (therefore it requires a unique ingress and egress route); and D. A plan that nearly always has one lane available to access each area of the site to accommodate any local or emergency traffic, with the minimum number of full contraflow facilities as possible to reasonably manage the event traffic. The following primary trip origins and destinations were developed (and presented in Exhibits 2 and 3), each with corresponding roadway facilities that would be used to enter/exit the study area and the percentage of traffic anticipated to utilize this route: Downtown Austin (via US 183 roughly 25% of the private automobile traffic); Georgetown (via SH 130 north of the study area roughly 25% of the private automobile traffic); Lockhart (via US 183 south of the study area roughly 10% of the private automobile traffic); Bastrop (via SH 21 east of the study area roughly 10% of the private automobile traffic); Buda (via SH 130 south of the study area roughly 20% of the private automobile traffic); and Wolf Lane (via SH 71 roughly 10% of the private automobile traffic). Based on the controlling capacity for each of the routes identified above, the hourly capacity for each of the lanes along each route is assumed to be 750 vehicles per hour per lane. For the portions of the routes where some sharing with the shuttle route is required, the capacity for private automobiles has been reduced by 20% (from 750 to 600 vehicles per hour per lane). (2b) Available On-Site Parking The following is a summary of the available parking spaces on-site within the facility. This information is graphically presented in the attached site plan (sheet 259).
July 2011 Page 6
M Lots (via McAngus Road) C Lots (west side of CoTA Blvd) E Lots (northeast portion of the site) T Lots (paved lots on the east side of CoTA Blvd) GS Lot (southern portion of the site) TOTAL On-Site Automobile Parking
4,325 spaces 7,545 spaces 3,565 spaces 1,948 spaces 3,192 spaces 20,575 spaces
(2c) Overview of Each Route to/from the Facility Exhibits 2 and 3 provide an overview of the proposed route to/from the Circuit of the Americas (using the approach described in section 2a) where conflicting flows are eliminated WHEN possible. Based on those plans, Exhibits 5 and 6 provide detailed schematics of the proposed pre- and post-event transportation management plan within the study area, with a focus on the different types of surface traffic flows (event, local, shuttle, circuit, emergency, and bicycle traffic) and the route proposed. The detailed transportation management plan to be developed at a later date (that will include multiple 11 x 17 plan sheets to show the exact location of cones, signing, vertical panels, and traffic control personnel) will be based upon this mutually agreeable schematic plan. (3) Determination of Approximate Service Times Using the route structure proposed in Exhibits 5 and 6 and the assumption that the controlling capacity value is roughly 750 vehicles per hour per lane, the following provides a summary of the resulting service time calculations: C, E, T, GS, and Entrepreneurial Lots: These lots are served by a total of 7 dedicated travel lanes along Elroy Road (1 lane), Wolf Lane (1 lane), FM 812 (5 lanes) with a capacity of 5,250 vehicles per hour (7 x 750 vphpl), plus one lane that is shared with shuttles along Elroy Road with a capacity of 600 vehicles per hour per lane. Service time for the main lots is 21,250 spaces / 5,850 vehicles per hour = 3.63 hours. Off-site Shuttle Lot: This lot will be served by 4 dedicated travel lanes along SH 71 (3 lanes) and FM 973 (1 lane), with a capacity of 3,000 vehicles per hour (4 x 750 vphpl). Service time for the shuttle lot is 10,500 spaces / 3,000 vehicles per hour = 3.50 hours. M Lots at McAngus Road: The M lots will be served by a total of 4 dedicated travel lanes along McAngus Road, with a capacity of 3,000 vehicles per hour (4 lanes x 750 vphpl). Service time for the M lots is 4,325 spaces / 3,000 vehicles per hour = 1.44 hours.
July 2011 Page 7

It should be noted that these service times are based on 25,575 (20,575 on-site + 5,000 off-site) vehicles and 10,500 off-site shuttle lot vehicles attempting to enter and/or exit the facility simultaneously (meaning the time it takes for the final vehicle to leave the lot - if the result is 3 hours would be 33% of the vehicles exit within 1 hour, 66% exit in the 2nd hour, etc). While this service time calculation is theoretically the same for inbound traffic; the more random arrival of inbound traffic should improve the service times listed above. It should also be noted that while the M lots can be served in roughly the time of the remaining lots, the service time for the other lots cannot significantly improve given the constraints of the roadway network. The M lot clearing more quickly will likely allow for the faster removal of the full contra flow facility on McAngus Road and the partial contra flow on Elroy and US 183. Conclusions Based on this transportation management plan outline, we offer the following conclusions: 1. Based on the outline described in this memorandum for an aggressively controlled special event management plan, the provision of significant off-site shuttle service, and the allowance of bicycle and helicopter traffic; the service time for safely filling and clearing the proposed parking facilities is approximately 3.5 hours. This means that the longest amount of time a vehicle will wait to enter or leave the facility is 3.5 hours (33% will leave within ~1 hour, 66% within ~2.3 hours, and 100% within 3.5 hours). By providing for events that attract roughly 20% of the attendees to stay for multiple hours after the completion of an event, the service time drops from 3.5 hours to 2.8 hours. 2. The provision of a parking management strategy to ensure optimal usage of the grass parking areas, including personnel assisting with the parking of each vehicle, and a system where parking passes must be purchased in advance is required to allow for optimal ingress into the facility. 3. Circuit of the Americas needs the assistance from Travis County and the City of Austin to develop a strategy to manage the ability for adjacent property owners to provide independent parking and shuttle services. Given the relative complexity of the proposed plan, any off-site facility that intends to take advantage of their location relative to the Circuit of the Americas needs to be integrated into the transportation management plan.
July 2011 Page 8
EXHIBITS
1) Existing Cross Sections and Traffic Control Devices 2) Proposed Ingress Routes 3) Proposed Egress Routes 4) Existing Conditions Schematic 5) Pre-Event Plan Schematic 6) Post-Event Plan Schematic 259) Site Plan Improvements Sheet
July 2011 Page 9
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CR E
RD
LN
RD
SK YH
L OO
NR
ON
SB
CV
LE
RO
BU R
L ES
SH
FO
CE
LN
SS
AR
WO LF
RD
0 13
PE
RD
L ES
NE RA
97 3
ON
LN
BU R
SH
GIL WE LL DR SE AB I CO S CU IT OM DR ES DR
NA VA EK RR RD OC
RD
13
RA DR
IR
VI
ON LT CO
LN
LN
RE
AR
CE
EK
RD
PE
DR
WO LF
ES E
VE
PA SS
NA
EA H
LN
HI AL
RO
SS
RD
BU C
LE
WEST PERMITER RD
BU
183 H WY S B
E S H 71 EB
ES
KL N
DO
B S SH
BU RC
ET A
E SH 71
WB
RICHARDS DR
BU C
CT OR
71
KL
TAXIWAY TANGO
OT
GR E ENW OOD DR AL B E R T BRO WN D R
EB
BU C
S h u t t ll e P a r k ii n g Shutt e Park ng
E
LS
NO
LN
KL N
PK W
T AU
AUSTIN
TAXIWAY CHAR LIE
RW O
NB
FM
N UM
TAXIWAY GOLF
97 3
Y BA
DR
TAXIWAY BRAV O
RD
DR
LN
ABIA WAY
HO
TE L
AL L
LN
VI C TO R
INE
CA LD
IS D R O PO L M E TR
S SH 130 SVRD SB
1E
R D PU E BL ES AD H 7 EV R 1 E AS T B
WE LL
@ !
ES
H7
EL L
ON
W FALL
LN
R
HOTEL DR
RD
OW
EB
LN
EL L
AL LN F
E LW
LL
LN
LN
CA
EN
O TE L
H7
1S V
FL
LD
PO
ST
ES
Bike Route Sections of roadway required to have full contraflow lanes (e.g. all lanes in one direction)
WE LL
CT O
VI
LN
S SH 130 SB
VD N BL YL E R HITE OV W SC EN DI B E
BR A
ST BA
W
RO
B
From Buda
D
PH WY
S US 183 HWY NB
IG
ST AR
From Wolf Ln
LN
SV RD
C
R
RO E ZI R
CARG O AV
Shuttle Route
EL AR A DR
SERVICE RD
RUNWAY 17R
ITER RD WE ST PERM
35L RUNWAY35L RUNWAY
S SH 130 SVRD SB
RUNWAY 17L RUNWAY 17L
EAST PER MITE R RD

EAST PERMITER RD
L BI L PRI CE RD
D 97 3 R S FM
SH 71 EB
RUNWAY 35R
ES H
71 EB
CI
LN
HA
ER
B SS
RD
MA
SO
SS
LO
LN
SB
M AH
S H 13 0 1 3 SV R 0 SV D S RD B NB S
IN O
VO
SH
YL
M AH
EV E
EI L
ST O
LN
D
R IO VI
LY N
RD
ER
RE ES YH TR I LL L SD R
FM
81 2
AH
ST A
O
R AN C
O AK
AK
FO
FO
D
M AH
PO
ES
RD
ES
ER
AK
SH
21
SH
21
SH
21
WA TT S
LO
RD
NE
SO
NT
ER
81 2
21 W SH 21 W SH
LN
VE
EY
AN
ST O
RD
CA
LO
RT O N
MO
FU EN T
FM
O K
81 2
IS
FM
RD 1 327
TY
AH
LN R KE C BE EI LE R S
US
D D
UI NT
SH
BE
O YL E
LN
FM
LN
ER
ST O
EL
SO
BE
13 0
KE
SO
YL E
RD
FM
81 2
KA
IN
TU
FM
81 2
EL L
LO O
YL E
AC
SO
AL D
AH
TR L
MA
PE
VO
KA
M E
TIF FA N
LO
TR
13
HA
TE
FM 8 1 2
PE T
RD
SA
@ !
S US 183 HW Y
R
OP
0N
IR
BL
RO
SO
M E
JO
CK
SA
KA
CT
DR
IB
HR
EA TA
LY N
SC
P RO E R AD E Z LN S DR
RD
EL L
SS
AW
LA W
S US 183 HW Y S US 183 HW Y S US 183 HW Y S US 183 HW Y

R
M AH
5 35
FM
CH
53
5
FM 5 35
EI
PL
ER
RD
IL LI
FM
TO
LL
81 2
TO VI
FO IDO TH ER R E E DR R LN ES A N H E ST C AD L A C O H N Q DI UA KE R D DO D RT R ER DR S R LA D KE VI TH EW E R D AN R CH R D
M E
SS H 13 0N B
S SH 130 SB
FU
DR
PR IV AD
TH OU SA
ND
DR
P O OA LO ST T PO ES R FO M EL
KT
RL
OA KS
DR
L SU NF
R OWE
H IGIN
DR
IA R U N
NB S US 183 HW Y S US 183 HWY SB S US 183 HWY SB

HW Y S US 18 3
TS AT W LN
EV E
TR
AR
L
LE
BO
G EN
TR
W
L
F 21 SH
EV E
LY N
CK BO
RD
RD
AK S
BOCK RD K RD BO C
CA LD VI
1 H2
SH
21
SH
21
VIE W RIDG
R LA
AL D
ST
ED
CR
ER
AR
ED
TR
AR YS
WS
PI N
TR
LA W
RD
1 H2 LA N
FM
RD
G A
O U
CAL
VE
IC
AT E
ST R
AT E
ST
ST AR
R
E LO
PL E
AL
AS
M U S TA N G R I D G E
R
AN
AM
IN
LO
IC
CH
RE
AL
IC K
EL
AD
VEN H EA
ER
EE
GT
RE
LN
M IN CA
DW
E OR
AL
N LY L
EL L
RD
RD
RD
HA
RT
RD
LD
ER
PR
LO
CK
RD
AI
IE
CT
C
AV IS
LD
ER
IL
AL
SK Y
D
LI
H WS
I YL SK
21
21 SH
21 SH
O D R
81
VA LE R
LN
FM 81 2
IE
LN
OLD LOCKHART RD
SO
18
54
TO M A
LI
AM
FM
AW
IL
18
54
TR
FM
TO
AH
ER
AW
AN C
L R EA IN O CAM
TR
HW Y S US 18 3
E
NE R STA
AV IS
CA
NE RD
LA N
Exhibit 2
TO M AH
Y LN
CA
NO MI
RE
VA L
LE
AW
TR
Proposed Ingress Routes
N US 183 HW Y
DR
0.25
0.5
1 Miles
Dedicated Circuit of the Americas & Emergency Access From Austin From Georgetown From Lockhart From Bastrop
SH ER
Legend
From Buda
M AN R D
LN
AL TO N
DR
LN
TA X
EN
SERVICE RD
EK E
LN
RI
TE L
H7
1S V
FL
SP I
HOTEL DR
EV IO
SERVICE RD
EV A
OD
FM
TD R
SC
OT
30 S
S U S 18 3 HW Y
BU RC
ST R
SS
DO
BE R
WEST PERMITER RD
BU
RD
SV
VI
FINCHER RD
ST
XI TA
RD
SO
YL WA
IM A
Y SB
H1 30
18 3 H W
SS
AL RD IR OM VI AR N CV E M ATH LIP R A DR L N TON LOO P
LA VI A TIO
NE RA
97
FM
GE
LTO
RE D R
NR D
LT O
HE PLA IN IN SC EF RE AR ST DR M RD
CR OS S
MO OR E
RD
D
M
RD
2R
TA D
97 3
OR
MO
EE D
RD
NB
CR
SS
ER Y
ID E
WO L
H 1 H 13 0 30 S V S VR RD D NB S B
EN
97 3
SF
SS
RO
ED
EL
P IN
SF
PIL
YR
AL
DR
SS
RO
SF
3R
RD
97
OP
SF
S SH 13
MA
BL
TL
OC
HA
MB
LO
KE
LA
LN
ER
MO O
RE
FM
OW
ES C
RD
81 2
D
SA
LN
O
AB
AL
FO
LO
ME S
RL
SO
IN B
PR I
R D
O B
RA
DR
ER
0 SV RD SB
MO
OR
FM
81 2
EL
RO
RD
YR
MO O
97 3
RE
SW I
EL
LE
RD
LI N
R IA
NG
EN
AN
PL
DT
VE
RD
ST
BS
ON
ST O
97 3
TI TA CI
YR
RD
LI N
CO
AS
ON
PO
NY
ON
SS
JA
RD
LI
INT
EN
E AV
I ST
PO
QU
YM ON
ND EN
DR
ER
IN T
FA G
TD
LO
IE
RD
RD
G FA
RD
DR
NZ
FM
5 35
FM 5
OA
MC
KE
ER
QU
IST
Q ER
QU
IS T
NO O
35
KR
IE R
ST UI
ER
LI N D
KE
NZ
FA G
RD FAG
H IG
IV E
MC
HA YR
RD
@ !
RD
FM 5
RD
SR
RD
AN
GU
MC A
EL R
OY
PAN AR
RD
AM A C
FL
EA VE
NG
MC
JO S
TO W
SA N
US
SR D
RD
AN
GU
DE LR
OY
RD
EL R
OY
RD
WO L
LN
MC
BA
H1
KE
RO
L LA
YR
FL
IN
30
EL
MR
RD
SF
FM
8 12
CAM
GE MM
ER ST AP P ER S ON ST
PIN A
XIN G
FM
LIN
81
DA
RC
VIS
EL N
LN
% %
WO L
EL N P EA
HILL
IN G
CO
UR
ER
FL
SH
PE A
NA VA R
MOO
BL VD
13
LA
RC
ME
WO L
RO
FM
3 97
CR
CO
VR
AR
BO RD R PA ZL N
FL
NR
NR D
DR
SK YH
EE
SO
RD
SB
LE
RO
BU RL E
SH
FO
CE
LN
SS
35
EI
PL
ER
FM
5 35
RD
JA
M E
IL LI
FU
LL
HA
PE TI R R O A TR OJ C T L OC
MA
RD
HA
TE
AL D
YL E
LO
LN
M AH
D D
UI NT
S H 13 0 13 SV R 0 SV D S R D B N B S
IN O
VO
LO
SH
YL
AH
RD
D
M AH
PO
VA LL E
EV E
LY N
AH
FO
ES
RD
ES
O AK LE
SH
21
CR
VI
ST A
AK
FO
SH
EE
EI L
ST O
LN
NE
VE
RD
EY
AN
ST O
RD
CA
LO
ER
RT O N
O K
SO
MO
NT
D
R IO
ER
ER
FU EN TE RE S YH TR I LL L SD R
FM
81 2
21 W SH 21 W SH
FM 81 2
AK
21
IS
FM
AH
BE
EA TA
LY N
SC H
EV E
RI
TR
AR
BO
G EN
TR
P RO E R A D EZ LN S DR
EV E
LY N
CK BO
RD
AK S
RD
RD
K BO C
RD
BOCK RD
C
1 H2
SH
21
SH
21
F 21 SH
AW
AR
LA W
CR
CA LD
EL L
TR
RD
TR
LA W
G A
AR T
G R
IC
AT E
ST R
AT E
ST R
ST AR
PL E
AL
AM
IN
LO
IC
CH
EA
IC K
EL
AD
HEA
ER
EE
LY VEN
CAL
VE
LN
M IN CA
DW
RD
RD
E OR
AL
LN
ELL R
LA NG T
LO
PR
LD
AI
AV IS
O U
RD
IE
ER
CT
IL
AL
LI
RD
AH
ED
VI
ER
SS
AL D
ST
RD
AR YS
WS
1 H2 LA N
PI
SK Y
VA LE R
EN
LN
IE
LN
CK H
AV IS
RD
CA LD
ER
RE
Exhibit 3
AS
AN
M U S TA N G R I D G E
RA NC HE R
18
54
TO
FM
AH
R IN O CAM
AW
EA L
M CA
TR
O IN
RE
VA LL E
TO M
Y LN
AH
AW
TR
Proposed Egress Routes
0.25
0.5
1 Miles
HERI TA GE
LN
TY
R 132 7
O YL E
LN
LN
C BE EI L
ST O
EL
ER
SH
ER
BE
SO
LN
US
BE
13 0
KE
SO
YL E
RD
FM
81 2
OA KS DR
SB
KA
TU
FM
81 2
EL L
IN
AC
LO
TR L
MA
PE
VO
O N
SO
AH
KA
ES
TI F
LO
SO
FA N
FM 8 1 2
RD
@ !
S US 183 HW Y
OP
M E
KA N
CK
BL
SO
SA
81 2
ER
DR
FM
TO TO VI
CI
ER
TH
LN
FO ID O R E E DR R ES A N H E ST CO AD L C H Q AK N UA E DI R D DO R T DR ER DR S RD LA KE VI TH EW E RA D R NC H R D
VA DA
DR
PR IV AD
TH OU SA
ND
LN
DR
P O OA LO ST ST PO RE FO M EL
KT
RL
OA KS
DR
SH
AD Y
GR
ON
RD
13
PE
AR
IF F
BU R
3R
L ES
IN
SH
NA V K R AR R OC D
S US
GIL WE LL DR SE AB I CO SC U IT OM DR ES DR
AK
LN
0 13
RE
RC
EL N
EK
ES E
VE
PA SS
HI AL
NA
TAXIWAY CHAR LIE
EA H
PE A
DR
RO
SS
RD
BU C
NB
LE
E S H 71
EB
ES
KL N
WB E SH 71
RICHARDS DR
GR E EN W OO D D AL B ER T BRO R W N DR
HD R
CT OR
H1
BU C
71
KL
EB
BU C
S h u t t ll e P a r k ii n g Shutt e Park ng
NO
LN
KL N
NB S US 18 3 HW Y NB

WE ST PE RM
RW O
SD
TAXIWAY GOLF
97 3
ELK
PAS
DR
TAXIWAY BRAV O
LN
ABIA WAY
HO
TE L
AL L
CH
LN
ST
VI C TO R
INE
CA LD
O PO LI ME TR
TL
S DR
AUSTIN
RUNWAY 17L EAST PER MITE R RD
PU E
BL
AD
WE LL
@ !
LN
R
HOTEL DR
RD
OW
EB
LN
L W EL FALL
AL LN F
E LW
LL
LN
Sections of roadway required to have full contraflow lanes (e.g. all lanes in one direction)
CA LD
IW AY
TE
ST
XA S
PO
ES
WE LL
VI
CT
LN
S SH 130 SB
VD N BL YL ER HITE OV W SC EN DI B E
ND T
BR A
BA ST
W
RO
B
From Wolf Ln
D R
PH WY
S US 183 HWY NB
IG
SV RD
ST AR
Shuttle Route Bike Route

EL AR A DR
CR O E ZI R LN
CARG O AV
SERVICE RD
RUNWAY 17R
RUNWAY35L RUNWAY35L
S SH 130 SVRD SB
L BI L PRI
TAXIWAY CHAR LIE
CE
RD
RUNWAY 17L
9 S FM
EAST PERMITER RD
ITE R RD
73 R
RUNWAY 35R
ES
71
EB
S US 183 HW Y S US 183 HW Y S US 183 HW Y

NB S US 183 HW Y 183 HWY SB S US 183 HWY SB S US
HW Y S US 18 3
SS H 13 0N B
L SU NF
R OWE
H IGIN
DR
LO
IA R U N
VIE W RIDG
TS AT W
R LA ED O D R
HWY S US 18 3
SK I YL NE RD
N US 183 HW Y
CIRCUIT OF THE AMERICAS Transportation Management Plan Existing Conditions
H RT NO
CIRCUIT OF THE AMERICAS Transportation Management Plan Pre-Event Plan
H RT NO
CIRCUIT OF THE AMERICAS Transportation Management Plan Post-Event Plan
H RT NO

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CIRCUITOFTHE: LAMERICAS~

Encl: Technical Memorandum (July 29,2011), by Kimley-Horn and Associates, Inc.

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GENERAL AVIATION AVE

CIRCUIT OF THE AMERICAS

RUNWAY 17R S US 183 HWY NB

EAST PERMITER RD RUNWAY 17L TAXIWAY BRAV O

AMA NDA CIR

Existing Roadway Cross Sections and Traffic Control Devices

CIRCUIT OF THE AMERICAS

GR E ENW OOD DR AL B E R T BRO WN D R

RUNWAY 17L RUNWAY 17L

EAST PER MITE R RD

S US 183 HW Y S US 183 HW Y S US 183 HW Y S US 183 HW Y

NB S US 183 HW Y S US 183 HWY SB S US 183 HWY SB

Proposed Ingress Routes

AL RD IR OM VI AR N CV E M ATH LIP R A DR L N TON LOO P

CIRCUIT OF THE AMERICAS

Proposed Egress Routes

TAXIWAY CHAR LIE

Shuttle Route Bike Route

TAXIWAY CHAR LIE

S US 183 HW Y S US 183 HW Y S US 183 HW Y

CIRCUIT OF THE AMERICAS Transportation Management Plan Existing Conditions

CIRCUIT OF THE AMERICAS Transportation Management Plan Pre-Event Plan

CIRCUIT OF THE AMERICAS Transportation Management Plan Post-Event Plan

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