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.)

Project Location 2

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

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

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 5

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 6

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 7

Flow: VISSIM vs HCM ( I-710 Northbound Alt 6A PM) 8

Flow: VISSIM vs HCM ( I-710 Southbound Alt 6A PM) 9

VISSIM vs HCM Results: I-710 Mainline 10

Questions / Discussion 11