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Synchro Project Presentation_Rt 322
- 1. Potential Improvements to Rt. 322 Through Rowan University Cody Dietrich Mark Politi David Schornstaedt
- 2. Problem Statement • Frequent Congestion on Rt. 322 through Rowan Campus • Causes poor LOS at multiple intersections • Team tasked with exploring improvement options
- 3. 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
- 4. Base Model • Signal timings from field data • Pedestrian crossings from field data • Traffic volumes provided by Bless Varghese
- 5. 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
- 6. 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
- 7. 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
- 8. Google Earth
- 9. Google Earth
- 10. Merged Crosswalks Model • Remove all volume from removed crosswalks • Add removed volumes to nearest remaining crosswalk • Traffic Volumes remain the same from base model
- 11. 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
- 12. Performance vs. Base Model • No improvement in total delay – Slight improvement at memorial circle entrance – Savings absorbed by other intersections • No improvement in emissions
- 13. 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.
- 16. 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
- 20. 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
- 21. 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
- 22. Performance vs. Base Model • Slight improvement in total delay – Slight improvement at memorial circle entrance – Further examined in cost/benefit analysis
- 23. 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.
- 24. 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
- 25. Ellis Street Lot • Close Proximity • No wet land approval • ≈1000 spots
- 26. West Campus Lot • Close Proximity • ≈1000 spots
- 27. Parking Layout Ellis Street Lot West Campus Lot
- 28. 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
- 29. 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
- 30. 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
- 31. 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
- 32. 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.
- 33. 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.
- 34. 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