1 / 19

Applying DynusT to the I-10 Corridor Study, Tucson, AZ

Applying DynusT to the I-10 Corridor Study, Tucson, AZ. ITE Western District Meeting Santa Barbara June 26th, 2012 Jim Schoen, PE, Kittelson & Assoc. Khang Nguyen, PE, Kittelson & Assoc. Project Scope. Develop Design Concept 7 miles 4 TI’s Frontage roads

ismet
Download Presentation

Applying DynusT to the I-10 Corridor Study, Tucson, AZ

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. Applying DynusTto the I-10 Corridor Study, Tucson, AZ ITE Western District Meeting Santa Barbara June 26th, 2012 Jim Schoen, PE, Kittelson & Assoc. Khang Nguyen, PE, Kittelson & Assoc

  2. Project Scope Develop Design Concept • 7 miles • 4 TI’s • Frontage roads • Determine 2040 capacity requirements • 4 alternatives • Identify traffic control needs • Evaluate implementation phasing - 2015 Subarea

  3. Analysis Approach • Traditional Approach - TDM • Develop design volumes from regional TDM • Develop peak hour turning volumes (K, D, turn proportions) • Apply HCM methodologies • Shortcomings • Estimating future turning volumes can be challenging • Repeat process for each alternative • Does not accurately reflect capacity constraint effects • Hard to predict traffic redistribution due to network changes

  4. Analysis Approach • Microscopic Simulation • Too much detail at preliminary engineering level • Hard to predict traffic redistribution due to network changes • Too costly

  5. New Approach – Dynamic Traffic Assignment Model • Meso-scopic traffic assignment • Based on TDM O-D tables • Model large area with greater detail than TDM • Turn lanes/movements • Traffic flow characteristics • Signal and stop control • Generate more accurate routing and demand estimates

  6. Which DTA Model? • Dynasmart, DynusT, other proprietary models • Preliminary, uncalibrated regional DynusT model available from PAG

  7. Modeling Process Synchro Existing Link Analysis Calibration TDM Model RDTA Model Modified Subarea Calibrated Subarea QC Modify DUE Subarea Model Refinement Validate Outputs Travel Time Runs Apply calibration results to the future model Future Future ODs Future DTA Model Link Analysis QC Modified Subarea Calibrated Subarea Calibration Modify DUE Subarea • Outputs • Vols • Delay • Travel Time • Queuing HCS Synchro Microsimulation

  8. Subarea Model

  9. Model Calibration • Data collection • Link ADT’s • Saturation flow rates • Peak hour TMC’s • Freeway speed and density • Travel time

  10. Model Calibration • Traffic model calibration • Saturation flow rates • Speed-density curves • OD table calibration • Peak period link volumes (DynusTutility) • Peak hour TMV’s (DynusT utilities, adjust centroid connectors, and manual O/D adjustments)

  11. Calibration

  12. Calibration

  13. Future Models • 2040 am & pm • Determine freeway, frontage road, interchange, and cross road capacity and traffic control needs • 4 network alternatives • Synchro and HCM freeway methodologies • 2015 am & pm • Evaluate implementation phasing alternatives

  14. Alternative Implementation Scenarios • Typical Construction Phasing • Work Zone • 3 mainline lanes each direction • Crossroad, frontage roads, ramps – fully closed • 55 mph approaching WZ, 45 mph through WZ

  15. Implementation Phasing MOEs • MOEs: total network travel time, v/c ratios at signals, and mainline travel speed

  16. Results • DTA modeling met the project’s objectives • Improved traffic projections • Quantifiable construction phasing strategies • Specific recommendations to minimize traffic impacts during construction • Cost effective and efficient modeling approach • Model is available for work zone evaluation during construction • Refinement of regional and subarea network is important • DTA output can potentially replace the need for HCM analysis step

  17. Costs • I-10 Corridor Study - $150K • Extensive data collection (ADT, sat flows, travel times) • Existing, 2015, 2040 AM/PM subarea models • 4 network scenarios, 4 construction phasing options • I-96, Newburgh Rd to US-24, Michigan - $250K • Regional DTA model • Construction phasing options for I-96 corridor

  18. The Future of DTA • DTA modeling supports: • Activity-based modeling • MOVES – advanced air quality modeling • More systematic prioritization of TIP projects • DTA can be integrated with microscopic simulation to better model complex scenarios Multi-resolution modeling) – on-going FHWA initiative • MPOs are building calibrated regional DTA models

  19. Thank You! • Questions/Comments

More Related