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Hypothetical Example: Application of SWCP Guidance to the State of South Orange 33 Table 2. Prioritizing projects among corridors. Key environmental measures specific Peak free-flow average speed/current Number of industrial sites accessed Number of congested hours in Total for Highway Projects 6:00 A.M.8:00 P.M. period Crashes (3-year average) Total for Transit Projects Cost/rider for transit peak average speed to project impacts Volume/capacity New riders B/C ratio Corridor Projects Corridor 1: 2 3 2 4 2 3 16 None Project A Corridor 1: 1 3 1 4 3 4 16 AQ, Wetlands Project B Corridor 1: 3 2 2 3 1 2 13 Historic Project C Corridor 2: 4 4 2 2 2 4 18 AQ, Noise Project A Corridor 2: 2 1 3 3 1 2 12 Historic, AQ Project B Corridor 2: 3 3 4 4 2 3 19 EJ, AQ, Noise Project C Corridor 2: 1 2 2 2 1 4 12 None Project D Corridor 3: 4 3 3 3 4 2 19 AQ, Wetlands Project A Corridor 3: 2 1 4 1 2 4 14 Community, AQ Project B Corridor 1: 2 1 3 None Transit A Corridor 2: 3 2 5 Historic Transit A Corridor 2: 4 2 6 None Transit B Etc. Key: Quartile 4 = 4 points; Quartile 3 = 3 points; Quartile 2 = 2 points; Quartile 1 = 1 point. Conclusion While the SODOT scenario is hypothetical, it has been based on realistic examples and out- comes. The goal of this exercise has been to demonstrate real-life issues that can arise and how the SWCP process can be applied in addressing those issues. While there is no certainty that this will lead to an outcome similar to the one in the State of South Orange, the SWCP process can still provide positive benefits to state DOT planners and decisionmakers--and possibly to other state government decisionmakers as well--and a better statewide transportation system.