Analysis of the IH 35 Corridor Through the Austin Metropolitan Area TRB Planning Applications Conference Jeff Shelton Karen Lorenzini Alex Valdez Tom Williams May 8, 2013

Acknowledgements University of Arizona RST International TxDOT CAMPO CTRMA Capital Metro City of Austin Downtown Austin Alliance

Introduction Austin among the fastest-growing cities in the U.S. Average travel times from downtown to Round Rock (45 – 60 mins) during afternoon peak

Introduction Funding only available for incremental improvements Need to start planning for the “Big Picture”

Introduction What is the long-term solution for IH 35 through the Austin Metropolitan Area?

Introduction Pre-conceptual, unbounded by financial constraints Framework for preliminary screening of options Advanced research tool for advanced research challenge Use different resolution levels to meet challenge (TDM  DTA)

Public Notions about IH 35 Through (bypass) traffic causing congestion Truck traffic major problem We can build our way out of congestion

Technical Approach – Demand Side Analysis year 2035 for all scenarios Travel demand model starting point: CAMPO regional travel demand model Multiple vehicle class trip tables SOV, HOV2/HOV3+, Truck All other 2035 adopted plan roads and transit network included

Technical Approach – Demand Side Scenario 0 (Base model) Concurrent with CAMPO adopted plan No additional vehicle capacity along IH 35 between SH 45 North and SH 45 South

Technical Approach – Supply Side Dynamic traffic assignment (DynusT) Assignment is modeled in 1-minute intervals Traffic signals coded on all major arterials Innovative congestive-responsive tolling algorithm

Congestive Responsive Tolling

Maximize throughput while maintaining target speed

Challenges Network size Run time Signal timings Multiple vehicle classes Dynamic tolling algorithm Outputs

Concept Scenarios

Base Model Concurrent with the current CAMPO adopted plan No additional vehicle capacity along IH 35 between SH 45 North and SH 45 South All other 2035 CAMPO Adopted Plan Roads and Transit Network included HOV lane Static toll Dynamic toll

Scenario 1 One express lane added each direction to IH 35, non-tolled SOV and trucks restricted Dynamic tolling MoPac and SH 183 Toll for HOV3+ HOV lane Static toll Dynamic toll

Scenario 2 Dynamic pricing IH 35 Min toll ($0.25) Max toll ($200.00) HOV 3+ free Independent tolling scheme on other facilities HOV lane Static toll Dynamic toll

Scenario 3 System-wide dynamic pricing IH 35 HOV 3+ free All other facilities, HOV pays HOV lane Static toll Dynamic toll

Scenario 4 Dynamic pricing IH 35 Add one additional express lane each direction Remove one general purpose lane each direction Remove tolls SH 130/45 and redesignate as interstate HOV lane Static toll Dynamic toll

Scenario 5 No added capacity Toll existing IH 35 main lanes Peak period dynamic pricing 6-9 AM 4-7 PM Remove tolls SH 130/45 and redesignate as interstate HOV lane Static toll Dynamic toll

Scenario 6 Three additional express lanes in each direction Elevated or depressed Access only at endpoints Dynamically tolled HOV3+ free SOV min toll ($9.94) Truck min toll ($31.58) HOV lane Static toll Dynamic toll

What did we find out?

Base Scenario

Scenario 1

Scenario 2

Scenario 3

Scenario 4

Scenario 5

Scenario 6

Results 31 Base123456

Shortest Path? Base ScenarioScenario 5 Majority of truck traffic already using SH 130 to bypass central downtown core

What did we learn? Recurring congestion caused by daily commuters – NOT through traffic Removing truck traffic from IH 35 fills with latent demand Added pavement (highest $) did not show promising results Biggest problem is growth trends and “business as usual” travel behavior

People Make More Trips Outside of Peak Period

What would it take? From CAMPO 2035 plan Two express lanes in each direction – One of these lanes is on-going express lane implementation project – Length from SH 45N to SH 45 SE – Intermediate access points – SOV/HOV pay an auto toll rate, transit free – Dynamically tolled Travel Behavior Changes  Trip reduction per household  Travelers shorten travel distances somewhat  Peaks spread into non-peak periods  HOV3, Transit, and non- motorized travel increases 125% Added Capacity High Efficient Land Use

People Make More Trips Outside of Peak Period

What would it take? 10 mph 20 mph 30 mph 40 mph 50 mph 60 mph Riverside SH 45 US 183 SH 45 Riverside SH 45 US 183 SH 45 2:00 4:006:008:0010:00 12:00 2:004:00 6:00 8:00 10:002:00 4:006:008:0010:00 12:00 2:004:00 6:00 8:00 10:00 IH 35 Ext to Ext (Northbound)IH 35 Ext to Ext (Southbound)

Moving Forward Educating decision-makers/public about myths Pursuing demand side strategies – Employers – Individuals – Public policy (including land use) Defining specific long-term capacity improvements Expand modal options/accessibility Leverage new technologies Continue to refine model tools

Thank You