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Los Angeles County Metropolitan Transportation Authority

Los Angeles County Metropolitan Transportation Authority. Simulating I-710 Corridor Presented in the Western ITE Annual Meeting Santa Barbara, California Jun 26, 2012 Author: SM Alam, PE, TE (URS) Co-Authors: Douglas E. Smith, PE, PTOE (URS)

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Los Angeles County Metropolitan Transportation Authority

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  1. Los Angeles County Metropolitan Transportation Authority Simulating I-710 Corridor Presented in the Western ITE Annual Meeting Santa Barbara, California Jun 26, 2012 Author: SM Alam, PE, TE (URS) Co-Authors: Douglas E. Smith, PE, PTOE (URS) Ernesto Chaves (Proj. Manager, Metro Hwy Prog.)

  2. Project Location

  3. Alternative 6A (North-End) Simulation PM Peak Hour (I-710 between Slauson Ave and SR-60)

  4. Alternative 6A Alternative 6A(Widen to 10 General Purpose Lanes, Plus 4 Freight Movement Lanes [Conventional Trucks]) Alt. 6A • Includes Alternative 1, Alternative 2, Alternative 4, and Alternative 5A. • Consistent with the Major Corridor Study Locally Preferred Strategy. • Assumes conventional diesel powered trucks will use the freight corridor. • Can reevaluate and adjust the number of lanes based upon refined traffic forecasting. Freight Corridor4 Lanes Widen I-710 to10 GP Lanes Arterials / I-710Congestion Relief Enhanced GoodsMovement by Rail No Build TSM/TDM,ITS, Transit

  5. Calibration • Existing model calibration: • Existing model calibrated to match observed traffic flow and queues • In coordination with Caltrans • Consulted other simulation models prepared in this area during the calibration process • Alternative 6A Parameter Adjustments: • 2035 Alternative 6A Model utilizes the adjusted existing calibration parameters as a starting point • Parameters were then iteratively adjusted to reflect the enhanced geometrics for the PM Peak Hour • Typical Parameters: • Car following parameters (headway time) • Lane change behaviours (acceleration & deceleration rates) • Speed distribution • Signal timing

  6. Alternative 6A Simulation: I-710 Northbound • Bottlenecks occur along the mainline due to northern terminus of the Freight Corridor on-ramp south of the I-5 interchange • High volume on-ramp from Atlantic Avenue/Bandini Boulevard on-ramp • Queue spillback occurs due to mainline lane drops at the I-5/I-710 interchange • VISSIM volume is calibrated within the acceptable range (10%) to the model volume • VISSIM speed is generally lower than the HCM calculated speed due to over-saturated conditions and queue spillback

  7. Alternative 6A Simulation: I-710 Southbound • This simulation does not include the ultimate I-5/I-710 geometry and retains the left-hand exit from I-710 to I-5 • Bottlenecks begin to form at Florence Ave. due to the mainline lane drop • Friction of vehicles between I-5 on-ramp, the Atlantic Ave./Bandini Blvd. off-ramp, and the Freight Corridor off-ramp • VISSIM volume is calibrated within the acceptable range (10%) to the model volume • VISSIM speed is generally lower than the HCM calculated speed due to over-saturated conditions and queue spillback

  8. Flow: VISSIM vsHCM (I-710 Northbound Alt 6A PM)

  9. Flow: VISSIM vsHCM (I-710 Southbound Alt 6A PM)

  10. VISSIM vsHCM Results: I-710 Mainline

  11. Questions / Discussion

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