Synchro Project Presentation_Rt 322
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Transcript of Synchro Project Presentation_Rt 322
![Page 1: Synchro Project Presentation_Rt 322](https://reader035.fdocuments.net/reader035/viewer/2022062401/58ed116a1a28abb62d8b469b/html5/thumbnails/1.jpg)
Potential Improvements to Rt. 322 Through Rowan University
Cody Dietrich
Mark Politi
David Schornstaedt
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Problem Statement
• Frequent Congestion on Rt. 322 through Rowan Campus
• Causes poor LOS at multiple intersections
• Team tasked with exploring improvement options
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Approach
• Rt. 322 modeled using Synchro 9 simulation software
• Pedestrian and automobile traffic altered to approximate changes from alternatives
• Synchro results used to formulate benefit/cost analyses
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Base Model
• Signal timings from field data
• Pedestrian crossings from field data
• Traffic volumes provided by Bless Varghese
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Base Model - Calibration
Synchro Travel Times Field Travel Times
• 295 sec
• 310 sec
• 195 sec
• 290 sec
• 265 sec
• 355 sec
• 259.2 sec • 298.2 sec • 287.4 sec • 258.4 sec • 295.5 sec • 281.4 sec • 311.1 sec • 253.1 sec • 292.7 sec • 238.7 sec • 278.8 sec
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Base Model - Calibration
• Synchro travel times – Mean: 277.7 sec – St. Dev.: 22.4 sec
• Field travel times – Mean: 285.0 sec – St. Dev.: 53.2 sec
• Calibration results – Null hypothesis: sample means are unrelated – Student’s t-test result: 0.759 – 0.759 > 0.050, null hypothesis rejected
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Base Model Results
• Data averaged over 11 runs
• Total delay: 32.2 hr
• Rt. 322 and Joseph L. Bowe Blvd. – Delay: 2.3 hr; LOS D
• Memorial Circle exit – Delay: 1.0 hr; LOS A
• Memorial Circle entrance – Delay: 1.8 hr; LOS A
• Rowan Blvd traffic circle – Delay: 5.7 hr; ICU LOS H
• Rt. 322 and Main St. – Delay: 8.5 hr; LOS F
• Emissions – 282 g HC, 8506 g CO,
1004 g NOx
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Google Earth
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Google Earth
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Merged Crosswalks Model
• Remove all volume from removed crosswalks
• Add removed volumes to nearest remaining crosswalk
• Traffic Volumes remain the same from base model
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Merged Crosswalks Model Results
• Data averaged over 11 runs
• Total delay: 32.3 hr
• Rt. 322 and Joseph L. Bowe Blvd. – Delay: 2.7 hr; LOS D
• Memorial Circle exit – Delay: 0.9 hr; LOS A
• Memorial Circle entrance – Delay: 0.1 hr; LOS A
• Rowan Blvd traffic circle – Delay: 6.2 hr; ICU LOS H
• Rt. 322 and Main St. – Delay: 8.0 hr; LOS F
• Emissions – 289 g HC, 8656 g CO,
1026 g NOx
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Performance vs. Base Model
• No improvement in total delay
– Slight improvement at memorial circle entrance
– Savings absorbed by other intersections
• No improvement in emissions
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Pedestrian Underpass Alternative
• Minimum width is about 15 ft.
• Cost about $120 per square foot
• Must be accessible by all individuals
• Generally will not be used if a shorter route is available.
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http://www.pondco.com/wp-content/uploads/2014/03/Pedestrian-Underpass-4-1600x900.jpg
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http://saferoad.com/globalassets/products-and-solutions/bridges/soil-steel/pedestrian-underpass.jpg?width=950&height=424&mode=crop
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Pedestrian Overpass Alternative
• Minimum of 8 ft. wide if not bicycle traffic and 14 ft. if bicycle traffic
• Costs about $150-$250 per square foot.
• Generally require longer grade changes than underpasses
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https://upload.wikimedia.org/wikipedia/commons/f/f0/Bp_bridge.JPG
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https://georgefattell.files.wordpress.com/2011/03/hdpb-day.jpg
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Pedestrian Underpass/Overpass Model
• Overpass and underpass were modeled identically
• Pedestrian volumes reduced to zero at memorial circle and student center crosswalks
• Traffic Volumes remain the same from base model
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Underpass/Overpass Model Results
• Data averaged over 11 runs
• Total delay: 30.1 hr
• Rt. 322 and Joseph L. Bowe Blvd. – Delay: 2.6 hr; LOS D
• Memorial Circle exit – Delay: 0.8 hr; LOS A
• Memorial Circle entrance – Delay: 0.1 hr; LOS A
• Rowan Blvd traffic circle – Delay: 5.9 hr; ICU LOS H
• Rt. 322 and Main St. – Delay: 8.2 hr; LOS F
• Emissions – 285 g HC, 8373 g CO,
1002 g NOx
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Performance vs. Base Model
• Slight improvement in total delay
– Slight improvement at memorial circle entrance
– Further examined in cost/benefit analysis
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Parking problems persist at Rowan and will only get worse in the near future. Academic
Year Total
Student Enrollment
Commuter Student
Resident Student
Apartment Resident Student
Employee
2015-2016 15177 10865 2587 1725 3384
2019-2020 18801 13862 2963 1976 3612
2023-2024 23647 17111 3921 2614 3875
• 5,787 current spots available
• 2,450 more spots will be needed by 2024
• Most lots are currently at 98% to 100% occupancy during peak times.
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Let us propose satellite parking in conjunction with shuttle service.
• Surface lots and garages make up 75% and 25% of the available parking, respectively.
• Construction of a surface lot is about 12 months, while a garage can take 18 months.
• Find a location east of Rowan Blvd. and west of Bowe Blvd:
– Ellis Street lot
– West campus next to soccer field
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Ellis Street Lot • Close Proximity
• No wet land approval
• ≈1000 spots
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West Campus Lot
• Close Proximity
• ≈1000 spots
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Parking Layout
Ellis Street Lot West Campus Lot
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Peripheral Parking Model Results
• Data averaged over 11 runs
• Total delay: 24.8 hr
• Rt. 322 and Joseph L. Bowe Blvd. – Delay: 34.4 sec; LOS C
• Memorial Circle exit – Delay: 39.8 sec; LOS A
• Memorial Circle entrance – Delay: 0.6 sec; LOS A
• Rowan Blvd traffic circle – Delay: .5 sec; ICU LOS H
• Rt. 322 and Main St. – Delay: 260.6 sec; LOS F
• Emissions – 272 g HC, 8351 g CO, 980
g NOx
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Benefits/Costs
Category Performance
Measure Unit of
Measure Value per
Unit Measure
Delay Intersection Delay
Person Hours (car)
Person Hours (trucks)
$16.09
$106.24
Emissions
Carbon Monoxide Nitrous Oxide
Volatile Organic Compounds
Metric Ton Metric Ton
Metric Ton
$138 $7,490
$5,682
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Benefit/Cost Analysis Alternative #1 Alternative #2 Alternative #3
PW of Total Costs $8,565 $4,140,472 $6,851,945
PW of Total Benefits 0 $6,787,346 $25,051,478
Overall B/C 0 1.64 3.66
Alternatives Compared B/C < 1.0 2 to DN 3 - 2
Incremental Costs ΔC - $4,140,472 $2,711,473
Incremental Benefits ΔB
- $6,787,346 $18,264,132
ΔB/C - 1.64 6.74
Increment Justified? - YES YES
Alternative Selected - 2 3
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Conclusions
• Underpass/Overpass are cost-effective options
– B/C = 1.64
• Peripheral parking is a cost-effective option
– B/C = 3.66
• Recommend peripheral parking
– Approximately twice as effective as underpass/overpass
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Further Work
• Gate off Route 322 during the hours between 7:00AM and 4:00PM.
• Recommend investigating alternate route that runs through Girard St. and onto New Street.
• Cannot simulate this route now due to lack of data.
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References
Dickins, I. S. (1991). Park and ride facilities on light rail transit systems. Transportation, 18(1), 23-36.
Parkhurst, G. (2000). Influence of bus-based park and ride facilities on users’ car traffic. Transport Policy, 7(2), 159-172.
WSA, 1998. The Travel Effects of Park and Ride, W. S. Atkins Planning Consultants, Epsom for Department of Environment Transport and the Regions (authors: Harris, C., Cooper, B., Whitfield, S.)
Green, Jared (2000). 500 Million Reasons to Rethink the Parking Lot. Grist.
Gray, Chris and Choi, Bo Kyung (2015). Rowan University Strategic Parking Initiative Feasibility Study.
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References
Boston Transportation Department (2010). The Benefits of Retiming/Rephasing Traffic Signals in the Bask Bay
Pedestrian and Bicycle Information Center. http://www.pedbikeinfo.org/planning/facilities_crossings_over-underpasses.cfm