Integrated Macro-Micro Highway Demand/Operational Analysis Case Study: Cross Bronx Expressway Corridor, Bronx, NY
Presented at the 15th TRB Transportation Planning Applications Conference
Authors: Bernard Alpern, Paul Balmacund, AECOM
Presentation Overview
• Introduction/Purpose of Analysis• Approach• Macro-level Modeling• Micro-level Modeling• Results
The Cross Bronx Expressway is a Highly Congested Highway
Inrix
Cross Bronx Expressway in a Regional Context
LONG ISLAND
NEW ENGLAND
NEW JERSEY, WEST & SOUTH
Introduction/Purpose of Analysis
• Planning-level Study performed for NYS DOT
Cross Bronx Expressway:
- CBE only has Partial, Discontinuous Service Roads
- Lack of Alternative, Efficient E-W Routes for Local Travel
• Concept: - Create a continuous E-W “Connector Road” alongside the CBE
- Reconnect N-S Streets that were made discontinuous at time of the CBE construction
- Improve Local Traffic Circulation
- Involves the Construction of New Streets and the Use of Existing Streets
• Estimate Travel Demand and Traffic Operational Feasibility, and Benefits
Limits and Configuration of Connector Road in CBE Corridor
Configuration Details of Segment 1 of CBE Connector Road
University Ave
Hugh GrantCircle
GrandConcourse
University Ave
Modeling Approach
• Use a combination of “macro-level” static assignment model and microsimulation
• Macro-level model used to project growth, trip re-routing, and as the source for “seed” trip matrices to the microsimulation model
• Microsimulation model used to test operational feasibility of proposed Connector Road, and to identify locations for further analysis
• Both macro and microsimulation models were calibrated to measured traffic conditions
Modeling Challenges for the CBE Corridor
• Extremely-Congested and Constrained Corridor during lengthy AM and PM peak-periods
• Several Major and extremely Complex Interchanges are located along the Corridor, with very substandard geometric features
• Very aggressive driving behavior in the Corridor
• Microsimulation must correctly reflect impacts of these factors on capacity
Macro-Level Static Assignment Model
• Subarea network and Auto/Truck trip-tablesextraction from NYMTC MPO Best Practices Regional Model
• Modeled Periods: 6-10 a.m., 4-8 p.m. Weekdays
• Successfully calibrated to Y2009 CBE Mainline and
Ramp peak-period volumes
Macro-Level Static Assignment Model Network
NORTH
Microsimulation Network
Henry Hudson Parkway
George Washington Bridge
Harlem River Drive
I-87Major Deegan Expwy
I-895SheridanExpwy
Bronx RiverParkway
NORTH
HamiltonBridge
WashingtonBridge
Microsimulation Network
Henry Hudson Parkway Harlem
River Drive
I-87Major Deegan Expwy
Bronx RiverParkway
I-895SheridanExpwy
NORTH
Microsimulation Model
• CBE, Connector Road, Street intersections
• Modeled periods: 6-10 a.m., 4-8 p.m. weekdays
• Successfully calibrated to 2009 volumes, travel-times, queues, following FHWA/WISDOT guidelines.
Microsimulation Model – Travel Time CalibrationAM Peak
PM Peak
Obs 5-Run Average Difference Difference %EB Section 1 TME Inner Road 2:23 2:43 0:20 14%
Section 2 TME Outer Road 1:24 1:35 0:11 13%Section 3 CBE 8:37 8:01 -0:36 -7%EB Time 12:24 12:18 -0:06 -1%
WB Section 3 CBE 12:36 12:10 -0:26 -4%Section 2 TME Outer Road 1:21 1:35 0:14 17%Section 1 TME Inner Road 1:21 1:47 0:26 33%WB Time 15:18 15:32 0:14 1%
Obs 5-Run Average Difference Difference %EB Section 1 TME Inner Road 1:34 3:32 1:58 125%
Section 2 TME Outer Road 1:29 1:33 0:04 5%Section 3 CBE 16:31 14:14 -2:17 -14%EB Time 19:34 19:16 -0:18 -2%
WB Section 3 CBE 22:55 23:26 0:26 2%Section 2 TME Outer Road 1:53 1:21 -0:32 -28%Section 1 TME Inner Road 1:24 1:14 -0:10 -12%WB Time 26:12 25:59 -0:13 -1%
Traffic Growth to Year 2035
• Traffic growth for the Macro-level model was derived from the regional model
• Traffic Growth for the Microsimulation model was derived from the Macro-level model
• Due to extreme peak-period capacity constraints on the CBE, the growth in CBE traffic derived from the regional model needed to be moderated.
• A uniform growth rate (for each peak period) based on both projected CBE and local travel growth was applied to all origin zones to create the AM and PM peak-period trip tables for assignment to the Microsimulation network
Results – CBE Mainline
Vol. Change % Change Vol. Change % ChangeEastbound SegmentUniversity Ave to Jerome Ave -680 -2.8% -1,090 -5.0%Jerome Ave to Clay Ave -530 -2.3% -890 -4.5%Clay Ave to Arthur Ave -270 -1.3% -510 -3.0%Arthur Ave to Southern Blvd -270 -1.2% -770 -3.4%Southern Blvd to Bronx River Ave -280 -1.4% -770 -3.8%Westbound SegmentBronx River Ave to Southern Blvd -190 -1.2% -170 -1.3%Southern Blvd to Arthur Ave -280 -1.3% -530 -3.0% Arthur Ave to Clay Ave -150 -0.9% -310 -2.2%Clay Ave to Jerome Ave -150 -0.7% -410 -2.4%Jerome Ave to University Ave -120 -0.5% -240 -1.3%
AM (6-10)Peak-Period Volume Change from No-Build
PM (4-8)
Projected FY 2035 Peak-Period, Cross Bronx Expressway Mainline Traffic Volumes
Results – Connector Road
AM PM(6 - 10) (4 - 8)
Eastbound SegmentUniversity Ave to Jerome Ave 2,190 2,310Jerome Ave to Clay Ave 1,360 2,020Clay Ave to Arthur Ave 990 3,290Arthur Ave to Southern Blvd 940 3,080Southern Blvd to Bronx River Ave 1,160 3,270Westbound SegmentBronx River Ave to Southern Blvd 820 1,120Southern Blvd to Arthur Ave 110 1,480 Arthur Ave to Clay Ave 1,030 1,560Clay Ave to Jerome Ave 910 1,140Jerome Ave to University Ave 1,260 2,870
Projected FY 2035 Peak-Period, Connector Road Traffic VolumesPeak-Period Volume
Recap
• Connector Road improves east-west mobility
• Connector Road provides for improved traffic circulation and connectivity
• A number of locations were identified for further analysis in the microsimulation to assure that the Connector Road will work operationally
• Successful calibration – “if you can model this corridor, you can model any corridor”