|
|||
 |
|||
 |
|||
|
|||
|
Network and
Origin-Destination Trip Table Development
Alternatives
Analysis - Overview
Alternatives
Analysis - Raritan Toll Plaza
Alternatives
Analysis - Union and Essex Toll Plazas
Alternatives
Analysis - Bergen and Hillsdale Toll Plazas
Animation Video
Image (AVI) Files
The National Center for Transportation and Industrial Productivity / International Intermodal Transportation Center (NCTIP/IITC) prepared an analysis of the traffic congestion impacts as part of the development of the ten-year plan to remove barrier tolls on the Garden State Parkway.
NCTIP/IITC developed and calibrated a traffic simulation model of the northern fifty-mile section of the Parkway including five barrier toll plazas: Hillsdale, Bergen, Essex, Union and Raritan. The model was used to test several different future year alternatives including: maintaining the existing toll plazas (the No Action alternative); elimination of the barrier toll plazas in one or both directions, and construction of high speed EZ Pass lanes. Future year traffic growth, diversion and EZ Pass market share were provided by the Garden State Parkway and their consultants.
There are three components to the travel time savings due
to the elimination of toll collection at a barrier: slowing down from highway
speeds on the approach to the toll plaza; queuing delay at the toll plaza; and
returning (or accelerating back) to original highway speeds after paying the
toll. The congestion-related benefits
of any of the alternatives are therefore a function of the capacity of the toll
plaza, processing time for toll collection, as well as the capacity of the
adjacent mainline roadway. The
simulation model analyzes each of these three components and provides estimates
of the travel time and related travel cost savings that would occur in the future. It should be noted that since the introduction
of EZ Pass at all of the northern plazas in 2000 the queuing delay has been
greatly reduced. The results of the
simulation model are summarized by toll plaza in the report.
Raritan Toll Plaza
During the evening peak period, the combination of the widening of the Driscoll Bridge from six to seven lanes and the elimination of the toll barrier in the southbound direction would provide significant travel time reductions, in excess of two minutes per vehicle over the existing conditions. The roadway sections north of the bridge and south of the plaza operate at less than capacity conditions. These conditions would allow vehicles in the future to travel at highway speeds through the entire two-mile section. During the morning peak period, the combination of the widening of the Driscoll Bridge from six to eight lanes and the introduction of high speed EZ Pass in the northbound direction would also provide significant travel time reductions, one to two minutes per vehicle over existing conditions.
Union Toll Plaza
In the evening peak period, the elimination of the toll barrier in the southbound direction would provide minimal travel time reductions. The merge with I-78 (Interchange 142) located just north of the toll plaza forces vehicles to slow down as they approach the plaza. In addition, the roadway just south of the plaza operates at capacity with vehicles traveling at greatly reduced speeds. Hence, there is little opportunity for vehicles to travel at highway speeds if the plaza is removed. During the morning peak period, the introduction of high speed EZ Pass in the northbound direction would provide travel time reductions of less than one minute per vehicle over existing conditions. Again, the roadway north of the Union toll plazas operates at capacity with vehicles traveling at greatly reduced speeds during the morning peak period.
Essex Toll Plaza
During both the morning and evening peak periods, the elimination of the toll barrier in the northbound direction would provide travel time reductions of less than one minute per vehicle, over existing conditions. Again, the roadway operates at capacity both upstream and downstream of the toll plaza providing little opportunity for vehicles to travel at highway speeds. The introduction of high speed EZ Pass would result in similar travel time reductions in the southbound direction during both the morning and evening peak period.
Bergen Toll Plaza
In both the morning and evening peak periods the elimination of the toll barrier in the southbound direction would result in travel time reductions of approximately one minute per vehicle, over existing conditions. The roadway conditions upstream and downstream of the plaza would allow vehicles to travel at highway speeds through the toll plaza area. The introduction of high speed EZ Pass would result in similar travel time reductions in the northbound direction during the evening peak period. Travel time reductions would be less during the morning peak period due to increased roadway congestion.
Hillsdale Toll Plaza
In both the morning and evening peak periods, the elimination of the toll barrier in the northbound direction would result in travel time reductions of one minute or more per vehicle, over existing conditions. There is no roadway congestion to prevent vehicles from traveling at highway speeds through the toll plaza area. Similar travel time reductions could be achieved through the introduction of high speed EZ Pass in the southbound direction.
In summary, the results of the simulation model showed that:
Elimination of the Raritan Toll Plaza in the southbound direction, coupled with the planned widening of the Driscoll Bridge, would have the greatest impact on evening peak period congestion as travel time reductions of two minutes or more per vehicle could be achieved.
The impacts at the Union and Essex Toll Plazas would be minimal because of the adjacent roadway congestion that would not be addressed by the toll barrier removal. At the Bergen and Hillsdale Toll Plazas, travel time reductions would be approximately one minute per vehicle.
Institution of a one-way toll system (i.e., elimination of toll collection in one direction at each barrier plaza) would provide travel time reductions of three to four minutes for vehicles traveling the length of the northern section of the Parkway from the New York State line to points south of the Raritan River, a distance of approximately fifty miles. Typical travel times during the peak periods are about an hour for travel through this section. As stated earlier, most of the travel time reductions would be due to the widening of the Driscoll Bridge coupled with the elimination of the Raritan Toll Plaza.
In the future, EZ Pass market share is forecast to be
approximately seventy per cent at each of the five northern toll plazas. As this high EZ Pass market share is
achieved, there would be little difference in traffic operations between high
speed EZ Pass and complete elimination of the toll plaza.
This report summarizes the work done by the National Center for Transportation and Industrial Productivity / International Intermodal Transportation Center (NCTIP/IITC) as part of the development of the ten-year plan to remove barrier tolls on the Garden State Parkway. The work plan divided the Parkway into two Study Areas, 1 and 2, as shown in Figure 1.
The first set of tasks of the study consists of the development and calibration of a traffic simulation model for Study Area 1: the five northern barrier toll plazas: Hillsdale, Bergen, Essex, Union and Raritan and approximately 50 miles of roadway.
The second set of tasks of the study consists of the development and calibration of a traffic simulation model for Study Area 2: the six southern barrier toll plazas: Asbury Park, Toms River, Barnegat, New Gretna, Great Egg, and Cape May and approximately 120 miles of roadway.
The third set of tasks consists of enhancements and refinements to the model to address the ramp toll plazas as well as the adjacent state roadway network.
This report covers only the first set of tasks and includes the following key elements:
1. Model each hour of the four-hour morning (6-10 a.m.) and evening (3-7 p.m.) weekday peak periods to account for travel throughout the peak periods. As Commissioner Weinstein has stated, the focus of this project is congestion relief. The capacity of both the plazas and the mainline roadway will affect the amount of congestion relief during the peak hours. The simulation model includes the entire roadway to forecast the travel time and travel cost savings that would occur.
2. Provide a visualization tool that can enable decision-makers, including the Governor, senior transportation officials, the public and the media to understand the impacts of different toll road alternatives on Parkway operations. The product of the simulation model includes animations that allow one to visualize future conditions at each of the toll plazas under any of the proposed scenarios.
NCTIP/IITC compiled existing available toll plaza count, roadway and toll plaza geometry, origin-destination survey, and aerial queuing surveys done by the Parkway over the past several years. No new data collection was done as part of this task. Parkway staff and consultants provided this data in a timely fashion.
Toll plaza and traffic count data was obtained for the entire length of the Parkway from Cape May to Bergen County. The aerial queuing surveys were done during November and December 2000 and were typical of weekday peak period conditions. Toll plaza data was obtained for the same dates as the aerial surveys where possible. Ramp counts were generally done only once per year. These ramp counts were reviewed and typical weekday peak period data was estimated. The traffic count data is included in the Appendix.
The Parkway also provided future year traffic growth, diversion and EZ Pass market share estimates. All estimates were forecast by year and by toll plaza. The growth and diversion estimates are included in the Alternatives Analysis sections. EZ Pass market share was expected to grow to approximately 70 percent at each of the northern toll plazas in the future. The future year EZ Pass market share was applied to all future year analyses and is summarized in Table 1.
Table 1: EZ Pass Market Share
For the first task of this project, NCTIP/IITC developed and calibrated a base year simulation model for the northern section of the Parkway including the five barrier toll plazas: Hillsdale, Bergen, Essex, Union and Raritan. The toll plazas were calibrated using available data for the morning and evening peak periods from the aerial queuing surveys from November and December 2000. Trip tables were synthesized from available traffic counts and other data and were developed for each hour of a typical weekday peak period. The network and trip table development process is shown schematically in Figure 2.
Study Area 1 was divided into three separate networks to reduce analysis times and data requirements to reasonable levels. Care was taken to ensure that the roadway sections operated independently. For example, Union and Essex were combined into a single network, since traffic operations at the Union toll plaza southbound can impact operations at the Essex plaza and vice versa. The three networks are:
· Middlesex –the section of the Parkway in Middlesex County between Interchanges 120 and 135 and including the Raritan Toll Plaza. This section is approximately 14 miles in length.
· Essex/Union –the section of the Parkway in Essex and Union counties between Interchanges 135 and 153 and including the Essex and Union Toll Plazas. This section is approximately 18 miles in length.
· Bergen/Passaic –most of the Parkway in Bergen and Passaic counties; including the portion between Interchanges 153 and 168 as well as the Bergen and Hillsdale Toll Plazas. A portion of the Parkway north of the Hillsdale Toll Plaza was not included because available traffic counts at Interchanges 168, 171, and 172 appeared to contain errors. This section operates at satisfactory or better traffic conditions during the morning and evening peak periods in both directions and was not considered critical for this analysis. This section is approximately 19 miles in length.
The traffic simulation network was created using the TransCAD Geographic Information Systems (GIS) software and the Paramics traffic simulation software. First, the NJDOT GIS base layer was imported into Transcad and the basic topology of the Parkway was extracted. Second, detailed roadway information including number of lanes was obtained from the NJDOT straight-line diagrams and added to the network. Third, aerial photography was obtained and used to ensure that the horizontal curvature of the Parkway was correct. Finally, the detailed toll plaza geometry and operation was obtained from the Parkway and added to the network. This detail included the lane configuration, EZ Pass, Exact Change/Token, or Cash, during each hour of the day. These traffic simulation network files are also included in the Appendix.
A mathematical programming model was developed using the General Algebraic Modeling System (GAMS) software to synthesize the peak hour origin-destination trip tables. The model synthesized travel patterns that closely matched the available traffic counts at each toll plaza and ramp location. The maximum permitted deviation at the toll plazas was one percent (i.e. the synthesized travel patterns must produce estimated toll plaza volumes that were within one percent of the traffic counts). The maximum permitted deviation at the ramps was five to ten percent. The Parkway provided a 1986 origin-destination survey as a “guide” in the trip table synthesis process. In creating the trip tables however, it was found that the survey was not consistent with the toll plaza and ramp counts and the survey was therefore discarded. The trip table development process files are also included in the Appendix.
The simulation model was used to evaluate twenty-one different toll plaza alternatives including the existing conditions. An alternative refers to a change in the simulation model for a single network. For example, eliminating tolls at the Raritan plaza southbound and the Essex plaza northbound would be considered two alternatives since they require modification to two different networks. The alternatives were provided by NJDOT and are summarized in Table 2.
Table 2: Summary of Alternatives
|
Alternative |
Existing |
Phase 1 |
Phase 2 |
Phase 3 |
No Action |
Phase 4A |
Phase 4B |
|
Year
-> Network |
[2000] |
[2002] |
[2005] |
[2008] |
[2011] |
[2011] |
[2011] |
|
Middlesex |
|
Remove
Raritan Sb |
Remove
Raritan Sb |
Remove
Raritan Sb; Widen
Driscoll Bridge |
Widen
Driscoll Bridge |
Remove
Raritan Sb; Widen
Driscoll Bridge; Add High Speed EZ Pass |
Widen
Driscoll Bridge; Remove all plazas |
|
Union
/ Essex |
|
Remove
Essex Nb |
Remove
Essex
Nb; Union Sb |
Remove
Essex
Nb; Union Sb; Construct I-78
Ramps |
Construct I-78
Ramps |
Remove
Essex
Nb; Union Sb; Construct I-78
Ramps; Add High Speed EZ Pass |
Construct I-78
Ramps; Remove all plazas |
|
Passaic
/ Bergen |
|
No
Changes |
No
Changes |
Remove
Bergen Sb; Hillsdale Nb |
|
Remove
Bergen Sb; Hillsdale Nb; Add
High Speed EZ Pass |
Remove
all plazas |
The alternatives are shown graphically in Figure3, Figure4, Figure5, Figure6, and Figure7 for Phases 1, 2, 3, 4A and 4B, respectively. The No Action alternative includes maintaining the existing toll plazas while constructing the programmed major highway improvements, the Driscoll Bridge and the completion of the I-78 interchange. Each of the alternatives was analyzed for each hour of the peak period to identify the magnitude of peak period congestion reduction.
The peak period of travel at the Raritan Toll Plaza is northbound in the morning and southbound in the evening. The capacity of the Driscoll Bridge limits the flow of southbound traffic reaching the plaza to approximately 13,000 vehicles per hour. The existing traffic demand was estimated using traffic counts provided by the Parkway for December 2000. The peak period volumes are shown for both directions in Table 3.
Table 3: Existing Travel Demand at Raritan Toll Plaza
|
|
6-7 AM |
7-8 AM |
8-9 AM |
9-10 AM |
Total |
|
Northbound |
13,047 |
13,924 |
12,764 |
8,761 |
48,496 |
|
Southbound |
1,906 |
3,874 |
4,803 |
4,264 |
14,847 |
|
|
3-4 PM |
4-5 PM |
5-6 PM |
6-7 PM |
Total |
|
Northbound |
4,873 |
5,201 |
5,482 |
4,449 |
20,005 |
|
Southbound |
9,564 |
12,370 |
12,923 |
10,686 |
45,543 |
The traffic simulation of the existing conditions confirmed the aerial observations of traffic operations at the Raritan toll plaza completed in November and December 2000. The traffic conditions are summarized below and are shown graphically in Figure 8:
· No congestion problems exist during the morning peak period in the southbound direction. Queue times at the toll plaza are minimal.
· No congestion problems exist during the evening peak period in the northbound direction. Queue times at the toll plaza are minimal.
· The New Jersey Turnpike interchange (Exit 129) causes congestion on the Parkway in both directions due to the large volume of traffic entering and exiting the roadway
· The Driscoll Bridge is a capacity constraint in the southbound direction during the evening peak period as well as in the northbound direction during the morning peak period. The proposed widening of the Driscoll Bridge will remove these constraints.
Future travel demand at the Raritan Toll Plaza was estimated using annual revenue and diversion growth factors provided by the Garden State Parkway. The resulting traffic growth at the plazas is summarized in Table 4.
Table 4: Future Travel Demand at Raritan Toll Plaza
|
Alternative |
Year |
Direction |
Total Growth |
Annual
Growth |
|
No Action |
2002 |
Northbound |
3.0% |
1.5% |
|
No Action |
2002 |
Southbound |
3.0% |
1.5% |
|
No Action |
2005 |
Northbound |
7.7% |
1.5% |
|
No Action |
2005 |
Southbound |
7.7% |
1.5% |
|
No Action |
2008 |
Northbound |
12.6% |
1.5% |
|
No Action |
2008 |
Southbound |
12.6% |
1.5% |
|
No Action |
2011 |
Northbound |
17.6% |
1.5% |
|
No Action |
2011 |
Southbound |
17.6% |
1.5% |
|
Phase 1 |
2002 |
Northbound |
3.0% |
1.5% |
|
Phase 1 |
2002 |
Southbound |
7.0% |
3.5% |
|
Phase 2 |
2005 |
Northbound |
7.7% |
1.5% |
|
Phase 2 |
2005 |
Southbound |
12.4% |
2.4% |
|
Phase 3 |
2008 |
Northbound |
12.6% |
1.5% |
|
Phase 3 |
2008 |
Southbound |
17.9% |
2.1% |
|
Phase 4A |
2011 |
Northbound |
17.6% |
1.5% |
|
Phase 4A |
2011 |
Southbound |
23.3% |
1.9% |
|
Phase 4B |
2011 |
Northbound |
23.8% |
2.0% |
|
Phase 4B |
2011 |
Southbound |
24.8% |
2.0% |
Existing and future travel times were computed for vehicles traveling southbound for length of the Parkway in Middlesex County, from the Union County line to the Monmouth County line, a distance of approximately 14 miles. Vehicles entering and exiting at intermediate points may exhibit additional delays due to future year ramp capacity constraints. These constraints were not addressed as part of this preliminary analysis.
Phase 1 (2002) and Phase 2 (2005)
Under these two alternatives, the Raritan Toll Plaza southbound would be eliminated. The elimination of the plaza would result in an average evening peak period travel time reduction of approximately two minutes per vehicle versus existing conditions. The travel time reduction would be due primarily to vehicles traveling at higher speeds across the Driscoll Bridge. Currently, vehicles travel at speeds of 30 to 40 miles per hour across the bridge due to the combination of the roadway curvature and the presence of the toll plaza and associated signage. With the elimination of the toll plaza, vehicles are expected to travel at speeds of 60 to 65 miles per hour. It should also be noted that increases in traffic volumes in the section north of the New Jersey Turnpike (Exit 129) would result in increased congestion in this area.
Under these two alternatives, there would be no physical changes in the northbound direction. The increase in EZ Pass usage would result in travel time reduction during the morning peak period of approximately one minute. The changes are shown graphically in Figure 9.
Phase 3 (2008)
Under this alternative, the Driscoll Bridge southbound would be widened from six to seven lanes. This widening would address a significant future year capacity problem since, with the elimination of the toll plaza, the bridge would become a capacity constraint in the southbound direction. Since no other information was provided, it was assumed that the widening would be extended from the Interchange 127 Southbound on-ramp to the Interchange 123 Southbound off-ramp. The combination of the elimination of the plaza and the widening of the bridge would result in an average evening peak period travel time reduction of approximately five minutes per vehicle versus the 2011 No Action alternative. Increases in traffic volumes in the section north of the New Jersey Turnpike (Exit 129) would result in further increased congestion in this area.
Under this alternative, it was assumed the Driscoll Bridge northbound would be widened from six to eight lanes. It was assumed that the widening would be extended between the Raritan Toll Plaza and Interchange 127. The widening of the bridge could significantly reduce travel delays in the morning peak period by an additional one to two minutes per vehicle. The forecast growth in traffic however would create additional congestion and greatly reduce this reduction. The changes are shown graphically in Figure 10.
No Action (2011)
Under this alternative, the Driscoll Bridge would be widened to seven lanes in the southbound direction, but the existing toll plaza would remain. The increases in traffic volumes due to background growth only would result in average evening peak period travel time increases of four minutes per vehicle over existing conditions.
The Driscoll Bridge would be widened to eight lanes in the northbound direction. The increase in traffic volumes due to background growth only would result in average morning peak period travel time increase of one minute per vehicle over existing conditions.
This alternative did not account for changes to the configuration of the Raritan Toll Plaza such as construction of High Speed EZ Pass or the installation of additional EZ Pass lanes at the Raritan Toll Plaza. These configuration changes could result in significant travel time reduction.
Phase 4A (2011) and Phase 4B (2011)
Under Phase 4A, High Speed EZ Pass would be installed in the northbound direction. Under Phase 4B, the toll plaza would be eliminated in the northbound direction.
The elimination of the toll plaza would result in: an average evening peak period southbound travel time reduction of approximately five minutes per vehicle; and an average morning peak period travel time reduction of approximately two minutes per vehicle, versus the 2011 No Action alternative.
Note that this travel time reduction does not reflect any configuration changes to the toll plaza. The changes are shown graphically in Figure 11.
As stated earlier, travel times and speeds were computed for the length of the Parkway in Middlesex County from a point north of Interchange 131 to south of Interchange 120, a distance of approximately 15 miles. Total travel time and average speeds are shown in Table 5 below. The average time reduction shown is accrued over the total length, but is primarily due to the combination of the Driscoll Bridge widening and the elimination of the Raritan Toll Plaza. Shorter trips using this section, such as between I-287 and US 9, would also realize the average time reduction shown in the table. Trips entering and exiting at intermediate points however may exhibit significant ramp delays due to traffic growth on the entrance and exit ramps. Calibration of these future year ramp operations was beyond the scope of this project.
Annual travel time reductions and cost savings are computed by multiplying the savings per vehicle by an average hourly wage of $18.48 per hour per capita. This hourly wage data is based on the average of Middlesex and Monmouth County residents for the year 2000 (Source: 1999 Income: U.S. Depart. of Commerce, Bureau of Economic Analysis, May 3 2001, Prepared By: New Jersey Department of Labor, May 2001), adjusted to 2000 using the Consumer Price Index. These values are also summarized in Table 5 below.
Table 5: Future Travel Time Reductions and Costs Savings
|
Alternative |
Existing |
Phase 1 |
Phase 2 |
Phase 3 |
No Action |
Phase 4A |
Phase 4B |
|
Year |
[2000] |
[2002] |
[2005] |
[2008] |
[2011] |
[2011] |
[2011] |
|
PM
Southbound |
|||||||
|
Total Travel Time [Min.] |
19 |
17 |
17 |
17 |
22 |
17 |
17 |
|
Average Speed [mph] |
47 |
53 |
53 |
53 |
41 |
53 |
53 |
|
Average Time Reduction [Min.] |
|
2 |
2 |
2 |
-3 |
2 |
2 |
|
Annual Reduction Per Vehicle [Hrs.] |
|
9 |
9 |
9 |
-13 |
9 |
9 |
|
Annual Savings Per Vehicle [$] |
|
$170 |
$170 |
$170 |
-$240 |
$170 |
$170 |
|
AM
Northbound |
|||||||
|
Total Travel Time [Min.] |
17 |
15 |
17 |
17 |
18 |
16 |
16 |
|
Average Speed [mph] |
41 |
46 |
41 |
41 |
38 |
43 |
43 |
|
Average Time Reduction [Min.] |
|
2 |
0 |
0 |
-1 |
1 |
1 |
|
Annual Reduction Per Vehicle [Hrs.] |
|
9 |
0 |
0 |
-4 |
4 |
4 |
|
Annual Savings Per Vehicle [$] |
|
$170 |
$0 |
$0 |
-$70 |
$70 |
$70 |
Note: PM southbound travel length = 14.8 miles; AM
northbound travel length = 11.0 miles
The peak period of travel at the Union Toll Plaza southbound is in the evening. The Essex Toll Plaza is generally balanced in the two directions during both peak periods. The capacity of the merge with the I-78 on ramp limits the flow of traffic reaching the Union plaza to approximately 8,000 vehicles per hour. The existing traffic demand was estimated using traffic counts provided by the Parkway for December 2000 and is shown Table 6.
Table 6: Existing Travel Demand at Union and Essex Toll Plazas
|
Union |
6-7 AM |
7-8 AM |
8-9 AM |
9-10 AM |
Total |
|
Northbound |
6,879 |
8,822 |
7,886 |
6,381 |
29,968 |
|
Southbound |
4,939 |
7,750 |
7,871 |
5,819 |
26,379 |
|
|
|
|
|
|
|
|
|
3-4 PM |
4-5 PM |
5-6 PM |
6-7 PM |
Total |
|
Northbound |
6,271 |
6,980 |
7,065 |
5,626 |
25,942 |
|
Southbound |
7,607 |
8,163 |
7,697 |
7,564 |
31,031 |
|
|
|
|
|
|
|
|
Essex |
6-7 AM |
7-8 AM |
8-9 AM |
9-10 AM |
Total |
|
Northbound |
4,998 |
6,752 |
6,235 |
4,791 |
22,776 |
|
Southbound |
4,332 |
6,326 |
5,356 |
4,505 |
20,519 |
|
|
|
|
|
|
|
|
|
3-4 PM |
4-5 PM |
5-6 PM |
6-7 PM |
Total |
|
Northbound |
5,748 |
6,134 |
5,946 |
5,425 |
23,253 |
|
Southbound |
5,544 |
5,257 |
5,604 |
5,348 |
21,753 |
The traffic simulation of the existing conditions confirmed the aerial observations done in November and December 2000 at the southbound Union and northbound Essex toll plaza. The traffic conditions are shown graphically in Figure 12 and are summarized below.
· No congestion problems exist at the Union Toll Plaza in the southbound during the morning peak period. Queue times at the toll plaza are minimal.
· The I-78 on-ramp merge with the Parkway southbound creates congestion prior to the Union Toll Plaza southbound in the evening peak period.
· The Parkway northbound is at or near capacity in the section between the Union and Essex Toll Plazas in the morning peak period. Limited exiting capacity at major off-ramps, specifically Route 3 and I-280, exacerbate the mainline problems.
· The on-ramps, specifically Route 3 and I-280, limit traffic entering the Parkway southbound during the evening peak period. Hence, mainline operations are better in the evening peak period than in the morning peak period.
Future travel demand at the Union and Essex Toll Plazas was estimated using annual revenue and diversion growth factors provided by the Garden State Parkway. The resulting traffic growth at the plazas is summarized in Table 7. Future year traffic volumes are summarized in the Appendix.
Table 7: Future Travel Demand at Union and Essex Toll Plazas
|
|
|
|
Union
Toll Plaza |
Essex
Toll Plaza |
||
|
Alternative |
Year |
Direction |
Total
Growth |
Annual
Growth |
Total
Growth |
Annual
Growth |
|
No Action |
2002 |
Northbound |
1.0% |
0.5% |
1.1% |
0.5% |
|
No Action |
2002 |
Southbound |
1.0% |
0.5% |
1.0% |
0.5% |
|
No Action |
2005 |
Northbound |
2.7% |
0.5% |
2.7% |
0.5% |
|
No Action |
2005 |
Southbound |
2.7% |
0.5% |
2.7% |
0.5% |
|
No Action |
2008 |
Northbound |
16.2% |
1.9% |
4.3% |
0.5% |
|
No Action |
2008 |
Southbound |
4.3% |
0.5% |
4.3% |
0.5% |
|
No Action |
2011 |
Northbound |
18.1% |
1.5% |
6.0% |
0.5% |
|
No Action |
2011 |
Southbound |
6.0% |
0.5% |
6.0% |
0.5% |
|
Phase 1 |
2002 |
Northbound |
2.2% |
1.1% |
4.2% |
2.1% |
|
Phase 1 |
2002 |
Southbound |
1.0% |
0.5% |
1.0% |
0.5% |
|
Phase 2 |
2005 |
Northbound |
4.2% |
0.8% |
6.9% |
1.3% |
|
Phase 2 |
2005 |
Southbound |
5.5% |
1.1% |
6.4% |
1.2% |
|
Phase 3 |
2008 |
Northbound |
18.0% |
2.1% |
9.3% |
1.1% |
|
Phase 3 |
2008 |
Southbound |
8.4% |
1.0% |
9.5% |
1.1% |
|
Phase 4A |
2011 |
Northbound |
19.9% |
1.7% |
11.1% |
1.0% |
|
Phase 4A |
2011 |
Southbound |
10.1% |
0.9% |
11.3% |
1.0% |
|
Phase 4B |
2011 |
Northbound |
30.9% |
2.5% |
19.7% |
1.6% |
|
Phase 4B |
2011 |
Southbound |
14.2% |
1.2% |
18.9% |
1.6% |
In performing the future year traffic analysis, it was found that the anticipated growth and diversion would result in over capacity conditions during the peak periods. It was agreed that the stated growth and diversion would not occur during the peak periods if the Parkway was already operating at capacity. As a result, the future year analysis was done a second time using existing traffic volumes. This second series of runs provides a more conservative estimate of travel time reduction that would occur in the future if the barrier toll plazas were eliminated.
Existing and future travel times were computed for vehicles traveling northbound and southbound between the Passaic and Middlesex County lines, a distance of approximately 19 miles. Vehicles entering and exiting at intermediate points may exhibit additional delays due to future year ramp capacity constraints. These constraints were not addressed as part of this preliminary analysis.
Phase 1 (2002)
Under this alternative, the Essex Toll Plaza northbound would be eliminated. The elimination of the plaza would result in an average evening peak period travel time reduction of approximately one-half to one minute per vehicle versus existing conditions. The travel time reduction is limited by existing and future mainline congestion north and south of the toll plaza. The changes are shown graphically in Figure 13.
Phase 2 (2005)
Under this alternative, the Union Toll Plaza southbound would be eliminated. The elimination of the plaza would result in negligible evening peak period travel time reduction versus existing conditions. The travel time reduction is limited by the growth due to diverted traffic in the southbound direction coupled with the limited capacity at the merge with I-78. These changes result in unsatisfactory traffic operations just north of the toll plaza. The changes are shown graphically in Figure 14.
Phase 3 (2008)
Under this alternative, the I-78 interchange with the Parkway would be completed. Two new ramps would be constructed: north of the Union Toll Plaza connecting the Parkway northbound to I-78 westbound; and north of the Union Toll Plaza connecting the Parkway southbound to I-78 eastbound
The induced traffic caused by the interchange construction will result in evening peak period travel times equal to or greater than existing conditions despite the elimination of the toll plaza. The changes are shown graphically in Figure 15.
No Action (2011)
Under this alternative, the I-78 interchange would be completed, but the existing toll plaza would remain. The increases in traffic volumes due to background growth only would result in minimal average evening peak period travel time increases over existing conditions.
Phase 4A (2011) and Phase 4B (2011)
Under these alternatives, the I-78 interchange would be completed. Under Phase 4B, the Essex Toll Plaza southbound and Union Toll Plaza northbound would also be eliminated. The forecast diverted traffic will result in travel times through the Union Toll Plaza that are greater than existing conditions. The changes are shown graphically in Figure 16.
As stated earlier, travel times and speeds were computed for the length of the Parkway in Essex and Union Counties from a point south of Interchange 153 to south of Interchange 135, a distance of approximately 19 miles. Total travel time and average speeds are shown in Table 8 below. The average time savings shown is accrued over the total length, but is due to the elimination of the Union Toll Plaza in the southbound direction and Essex Toll Plaza in the northbound direction. Shorter trips using this section, such as between Route 3 and I-78, would also realize the average time savings shown in the tables. Trips entering and exiting at intermediate points however may exhibit significant ramp delays due to traffic growth on the entrance and exit ramps. Calibration of these future year ramp operations was beyond the scope of this first phase of the project.
Annual travel time reductions and cost savings are computed by multiplying the savings per vehicle by an average hourly wage of $18.92 per hour per capita. This hourly wage data is based on the average of Essex and Union County residents for the year 2000 (Source: 1999 Income: U.S. Depart. of Commerce, Bureau of Economic Analysis, May 3 2001, Prepared By: New Jersey Department of Labor, May 2001), adjusted to 2000 using the Consumer Price Index. These values are summarized in Table 8 below.
Table 8: Future Travel Time Reductions and Costs Savings
|
Alternative |
Existing |
Phase 1 |
Phase 2 |
Phase 3 |
No Action |
Phase 4A |
Phase 4B |
|
Year |
[2000] |
[2002] |
[2005] |
[2008] |
[2011] |
[2011] |
[2011] |
|
Northbound
AM |
|||||||
|
Total Travel Time [min] |
23.0 |
22.0 |
22.0 |
22.0 |
23.0 |
20.5 |
21.0 |
|
Average Speed [mph] |
47 |
49 |
49 |
49 |
47 |
53 |
51 |
|
Average Time Savings [Min.] |
|
1.0 |
1.0 |
1.0 |
0.0 |
2.5 |
2.0 |
|
Annual Reductions per Vehicle [Hrs] |
|
4.5 |
4.5 |
4.5 |
0.0 |
11.0 |
8.5 |
|
Annual Savings Per Vehicle [$] |
|
$80 |
$80 |
$80 |
$0 |
$205 |
$165 |
|
Northbound
PM |
|||||||
|
Total Travel Time [min] |
19.5 |
18.5 |
18.5 |
18.5 |
19.5 |
18.5 |
18.0 |
|
Average Speed [mph] |
55 |
58 |
58 |
58 |
55 |
58 |
60 |
|
Average Time Savings [Min.] |
|
1.0 |
1.0 |
1.0 |
0.0 |
1.0 |
1.5 |
|
Annual Reductions per Vehicle [Hrs] |
|
4.5 |
4.5 |
4.5 |
0.0 |
4.5 |
6.5 |
|
Annual Savings Per Vehicle [$] |
|
$80 |
$80 |
$80 |
$0 |
$80 |
$123 |
|
Southbound
AM |
|||||||
|
Total Travel Time [min] |
23.0 |
23.0 |
22.5 |
22.5 |
23.0 |
21.5 |
21.0 |
|
Average Speed [mph] |
47 |
47 |
48 |
48 |
47 |
50 |
51 |
|
Average Time Savings [Min.] |
|
0.0 |
0.5 |
0.5 |
0.0 |
1.5 |
2.0 |
|
Annual Reductions per Vehicle [Hrs] |
|
0.0 |
2.0 |
2.0 |
0.0 |
6.5 |
8.5 |
|
Annual Savings Per Vehicle [$] |
|
$0 |
$40 |
$40 |
$0 |
$123 |
$165 |
|
Southbound
PM |
|||||||
|
Total Travel Time [min] |
21.5 |
21.5 |
21.0 |
21.0 |
21.5 |
20.5 |
19.5 |
|
Average Speed [mph] |
50 |
50 |
51 |
51 |
50 |
53 |
55 |
|
Average Time Savings [Min.] |
|
0.0 |
0.5 |
0.5 |
0.0 |
1.0 |
2.0 |
|
Annual Reductions per Vehicle [Hrs] |
|
0.0 |
2.0 |
2.0 |
0.0 |
4.5 |
8.5 |
|
Annual Savings Per Vehicle [$] |
|
$0 |
$40 |
$40 |
$0 |
$80 |
$165 |
The peak period of travel at the Bergen Toll Plaza southbound is in the evening. The peak period of travel at the Hillsdale Toll Plaza northbound is in the morning. Both plazas however exhibit generally balanced flows during both peak periods in both directions. The existing traffic demand was estimated using traffic counts provided by the Parkway for December 2000 and is shown in Table 9. Future year traffic volumes are summarized in the Appendix.
Table 9: Existing Travel Demand at Bergen and Hillsdale Toll Plazas
|
Bergen |
6-7 AM |
7-8 AM |
8-9 AM |
9-10 AM |
Total |
|
Northbound |
2,539 |
6,621 |
7,680 |
4,485 |
21,325 |
|
Southbound |
2,678 |
5,735 |
5,687 |
3,542 |
17,642 |
|
|
|
|
|
|
|
|
|
3-4 PM |
4-5 PM |
5-6 PM |
6-7 PM |
Total |
|
Northbound |
4,421 |
5,325 |
6,476 |
5,430 |
21,652 |
|
Southbound |
4,926 |
5,722 |
6,743 |
5,176 |
22,567 |
|
|
|
|
|
|
|
|
Hillsdale |
6-7 AM |
7-8 AM |
8-9 AM |
9-10 AM |
Total |
|
Northbound |
1,704 |
3,468 |
4,476 |
2,544 |
12,192 |
|
Southbound |
1,625 |
3,286 |
3,901 |
2,544 |
11,356 |
|
|
|
|
|
|
|
|
|
3-4 PM |
4-5 PM |
5-6 PM |
6-7 PM |
Total |
|
Northbound |
2,649 |
3,107 |
3,882 |
3,238 |
12,876 |
|
Southbound |
2,593 |
3,425 |
4,167 |
3,095 |
13,280 |
The traffic simulation of the existing conditions confirmed the analysis done in November and December 2000 regarding traffic operations problems at the southbound Bergen and northbound Hillsdale toll plaza. The traffic conditions are shown graphically in Figure 17 and are summarized below.
· No congestion problems exist at the Hillsdale Toll Plaza during the morning and evening peak periods in either direction. Queue times at the toll plaza are minimal.
· The Route 17 and Route 3 interchanges located north and south of the Bergen Toll Plaza create congestion that impacts traffic operations at the plaza. The Parkway operates at close to capacity conditions in this section particularly in the northbound direction during the morning peak period.
Future travel demand at the Bergen and Hillsdale Toll Plazas was estimated using annual revenue and diversion growth factors provided by the Garden State Parkway. The resulting traffic growth at the plazas is summarized in Table 10. Future year traffic volumes are shown in the Appendix.
Table 10: Future Travel Demand at Bergen and Hillsdale Toll Plazas
|
|
|
|
Bergen Toll Plaza |
Hillsdale
Toll Plaza |
||
|
Alternative |
Year |
Direction |
Total
Growth |
Annual
Growth |
Total
Growth |
Annual
Growth |
|
No Action |
2002 |
Northbound |
1.2% |
0.6% |
1.2% |
0.6% |
|
No Action |
2002 |
Southbound |
1.2% |
0.6% |
1.2% |
0.6% |
|
No Action |
2005 |
Northbound |
3.0% |
0.6% |
2.9% |
0.6% |
|
No Action |
2005 |
Southbound |
2.9% |
0.6% |
3.0% |
0.6% |
|
No Action |
2008 |
Northbound |
4.8% |
0.6% |
4.8% |
0.6% |
|
No Action |
2008 |
Southbound |
4.8% |
0.6% |
4.7% |
0.6% |
|
No Action |
2011 |
Northbound |
6.6% |
0.6% |
6.6% |
0.6% |
|
No Action |
2011 |
Southbound |
6.6% |
0.6% |
6.6% |
0.6% |
|
Phase 1 |
2002 |
Northbound |
1.2% |
0.6% |
1.2% |
0.6% |
|
Phase 1 |
2002 |
Southbound |
1.2% |
0.6% |
1.2% |
0.6% |
|
Phase 2 |
2005 |
Northbound |
3.0% |
0.6% |
2.9% |
0.6% |
|
Phase 2 |
2005 |
Southbound |
2.9% |
0.6% |
3.0% |
0.6% |
|
Phase 3 |
2008 |
Northbound |
8.1% |
1.0% |
13.8% |
1.6% |
|
Phase 3 |
2008 |
Southbound |
12.1% |
1.4% |
9.0% |
1.1% |
|
Phase 4A |
2011 |
Northbound |
9.9% |
0.9% |
15.8% |
1.3% |
|
Phase 4A |
2011 |
Southbound |
14.1% |
1.2% |
10.9% |
0.9% |
|
Phase 4B |
2011 |
Northbound |
1.2% |
0.6% |
22.4% |
1.9% |
|
Phase 4B |
2011 |
Southbound |
1.2% |
0.6% |
20.7% |
1.7% |
Existing and future travel times were computed for vehicles traveling northbound and southbound through both plazas from a point approximately one mile north of the Hillsdale Toll Plaza to the Essex County line for the morning and evening peak periods, a distance of approximately 13.5 miles. Vehicles entering and exiting at intermediate points may exhibit additional delays due to future year ramp capacity constraints. These constraints were not addressed as part of this analysis.
Phase 1 (2002) and Phase 2 (2005)
Under these alternatives, the Bergen and Hillsdale Toll Plazas would continue to operate under their existing configurations. There would be some additional delay at the Bergen Toll Plaza northbound during the morning peak period due to the growth in traffic. The remaining plaza operations would be similar to existing conditions. Some of the increase in delays at the Bergen Toll Plaza could probably be reduced through a reconfiguration of the operation to reflect the increase in EZ Pass usage.
Phase 3 (2008)
Under this alternative, the Bergen Toll Plaza southbound and the Hillsdale Toll Plaza northbound would be eliminated.
Travel time reduction at the Bergen Toll Plaza would be about one-half to one minute in the morning and evening peak hours over the No Action alternative.
Travel time reduction at the Hillsdale Toll Plaza would be about one minute in the morning and evening peak hours over the No Action alternative. The Parkway would be at less than capacity conditions both north and south of the plaza that would allow for the greater travel time reduction. The changes are shown graphically in Figure 18.
No Action (2011)
Under this alternative, the existing toll plazas would remain. The increases in traffic volumes due to background growth only would have the largest impact at the Bergen Toll Plaza northbound in the morning peak period. Average morning peak period travel time increases would be approximately three minutes over existing conditions. Again, some of the largest increase in delays at the Bergen Toll Plaza could probably be reduced through a reconfiguration of the operation to reflect the increase in EZ Pass usage. Travel time increases at the Hillsdale Toll Plaza would be minor.
Phase 4A (2011) and Phase 4B (2011)
Under Phase 4A, high speed EZ Pass would be provided at Bergen northbound and Hillsdale southbound. Under Phase 4B, both toll plazas would be eliminated in both directions. The installation of high speed EZ Pass at Bergen would significantly reduce travel delays at the plaza during the morning peak period. Travel time reduction of one and one-half minutes could be expected.
The installation of high speed EZ-Pass at Hillsdale would have a smaller impact, a Travel time reduction of about one minute. Because of the high projected EZ Pass usage, in excess of 70 percent, complete elimination of the toll plazas under Phase 4B would provide little additional travel time benefit. The changes are shown graphically in Figure 19.
As stated earlier, travel times and speeds were computed for the Parkway from north of the Hillsdale Toll Plaza to the Essex County line, a distance of approximately 13.5 miles. Total travel time and average speeds are shown in Table 11. The average time reduction shown is accrued over the total length, but is due to the operational changes at the toll plazas. Shorter trips using this section would also realize the average time reduction shown in the tables. Trips entering and exiting at intermediate points however may exhibit significant ramp delays due to traffic growth on the entrance and exit ramps. Calibration of these future year ramp operations was beyond the scope of this first phase of the project.
Annual travel time reductions and cost savings are computed by multiplying the savings per vehicle by an average hourly wage of $19.50 per hour per capita. This hourly wage data is based on the average of Bergen and Passaic County residents for the year 2000 (Source: 1999 Income: U.S. Depart. of Commerce, Bureau of Economic Analysis, May 3 2001, Prepared By: New Jersey Department of Labor, May 2001), adjusted to 2000 using the Consumer Price Index. These values are also summarized in Table 11.
Table 11: Future Travel Time Reductions and Costs Savings
|
Alternative |
Existing |
Phase 1 |
Phase 2 |
Phase 3 |
No Action |
Phase 4A |
Phase 4B |
|
Year |
[2000] |
[2002] |
[2005] |
[2008] |
[2011] |
[2011] |
[2011] |
|
Northbound
AM |
|||||||
|
Total Travel Time [Min.] |
16 |
16 |
18 |
17 |
19 |
16 |
16 |
|
Average Speed [mph] |
51 |
51 |
45 |
48 |
43 |
51 |
51 |
|
Average Time Savings [Min.] |
|
0 |
-2 |
-1 |
-3 |
0 |
0 |
|
Annual Savings Per Vehicle [Hrs.] |
|
0 |
-10 |
-5 |
-15 |
0 |
0 |
|
Annual Savings Per Vehicle [$] |
|
$0 |
-$200 |
-$100 |
-$300 |
$0 |
$0 |
|
Southbound
PM |
|||||||
|
Total Travel Time [Min.] |
13 |
14 |
14 |
13 |
14 |
13 |
13 |
|
Average Speed [mph] |
62 |
58 |
58 |
62 |
58 |
62 |
62 |
|
Average Time Savings [Min.] |
|
-1 |
-1 |
0 |
-1 |
0 |
0 |
|
Annual Savings Per Vehicle [Hrs.] |
|
-3 |
-3 |
0 |
-3 |
0 |
0 |
|
Annual Savings Per Vehicle [$] |
|
-$60 |
-$60 |
$0 |
-$60 |
$0 |
$0 |
The results for the traffic simulation model for each of the three networks were merged to create the typical trip analysis. This analysis looked at travel across the entire Parkway for each of the Phases in the peak direction of flow: northbound in the morning, southbound in the evening. Future year ramp capacity constraints may significantly affect travel times to and from a specific interchange. Modeling of these constraints was beyond the scope of this effort. The times and speeds reported below reflect mainline travel only.
Six typical trips were considered and are summarized below. These trips include travel on the entire northern section of the Parkway and are as follows:
Trip 1 - is from south of the New York State line to south of the Raritan Toll Plaza. The total travel length is 43.2 miles in the northbound direction and 47.0 miles in the southbound direction.
Trip 2 - is from south of Interchange 153 (Route 3) to south of the Raritan Toll Plaza. The total travel length is 29.9 miles in the northbound direction and 33.7 miles in the southbound direction.
Trip 3 - is from north of Interchange 130 (Route 1) to south of the Raritan Toll Plaza. The total travel length is 14.8 miles in the northbound direction and 11.0 miles in the southbound direction.
Trip 4 - is from south of the New York State line to south of Interchange 153 (Route 3). The total travel length is 13.3 miles.
Trip 5 - is from south of the New York State line to north of Interchange 130 (Route 1). The total travel length is 32.2 miles.
Trip 6 - is from south of Interchange 153 (Route 3) to north of Interchange 130 (Route 1). The total travel length is 18.9 miles.
Travel times and speeds were computed for each typical trip for each phase: existing, 1, 2, 3, 4NA, 4A and 4B. Some highlights of the analysis are discussed briefly below. The complete results of the analysis are shown in Tables 12 and 13 for the peak direction of travel: northbound in the morning, southbound in the evening.
Vehicles traveling the length of the northern section could expect travel time reductions of three to four minutes over existing conditions during both the morning and evening peak periods. The northern section of the Parkway, Trip 1, extends from the New York State line to points south of the Raritan River, a distance of approximately fifty miles. Typical travel times during the peak periods are about an hour for travel through this section.
As stated earlier, most of the travel time reductions would be due to the widening of the Driscoll Bridge coupled with the elimination of the Raritan Toll Plaza. Consequently, vehicles traveling on the lower part of the northern section could expect travel time reductions of two minutes over existing conditions for southbound travel during the evening peak period and one minute over existing conditions for northbound travel during the morning peak period. This section of the Parkway, Trip 3, extends from US 1 to south of the Raritan River, a distance of less than fifteen miles. Typical travel times during the peak periods are about twenty minutes through this section.
Table 12: Typical Trip Travel Times [minutes]
|
Alternative |
Existing |
Phase 1 |
Phase 2 |
Phase 3 |
No Action |
Phase 4A |
Phase 4B |
|
Year |
[2000] |
[2002] |
[2005] |
[2008] |
[2011] |
[2011] |
[2011] |
|
Northbound
AM |
|||||||
|
Trip 1 |
56.0 |
53.0 |
57.0 |
56.0 |
60.0 |
52.5 |
53.0 |
|
Trip 2 |
40.0 |
37.0 |
39.0 |
39.0 |
41.0 |
36.5 |
37.0 |
|
Trip 3 |
17.0 |
15.0 |
17.0 |
17.0 |
18.0 |
16.0 |
16.0 |
|
Trip 4 |
16.0 |
16.0 |
18.0 |
17.0 |
19.0 |
16.0 |
16.0 |
|
Trip 5 |
39.0 |
38.0 |
40.0 |
39.0 |
42.0 |
36.5 |
37.0 |
|
Trip 6 |
23.0 |
22.0 |
22.0 |
22.0 |
23.0 |
20.5 |
21.0 |
|
Southbound
PM |
|||||||
|
Trip 1 |
53.5 |
52.5 |
52.0 |
51.0 |
57.5 |
50.5 |
49.5 |
|
Trip 2 |
40.5 |
38.5 |
38.0 |
38.0 |
43.5 |
37.5 |
36.5 |
|
Trip 3 |
19.0 |
17.0 |
17.0 |
17.0 |
22.0 |
17.0 |
17.0 |
|
Trip 4 |
13.0 |
14.0 |
14.0 |
14.0 |
14.0 |
13.0 |
13.0 |
|
Trip 5 |
34.5 |
35.5 |
35.0 |
34.0 |
35.5 |
33.5 |
32.5 |
|
Trip 6 |
21.5 |
21.5 |
21.0 |
21.0 |
21.5 |
20.5 |
19.5 |
Table 13: Typical Trip Travel Speeds [miles per hour]
|
Alternative |
Existing |
Phase 1 |
Phase 2 |
Phase 3 |
No Action |
Phase 4A |
Phase 4B |
|
Year |
[2000] |
[2002] |
[2005] |
[2008] |
[2011] |
[2011] |
[2011] |
|
Northbound
AM |
|||||||
|
Trip 1 |
48 |
49 |
50 |
51 |
45 |
51 |
52 |
|
Trip 2 |
45 |
48 |
46 |
46 |
44 |
49 |
48 |
|
Trip 3 |
47 |
53 |
53 |
53 |
41 |
53 |
53 |
|
Trip 4 |
51 |
51 |
45 |
48 |
43 |
51 |
51 |
|
Trip 5 |
49 |
51 |
48 |
49 |
46 |
53 |
52 |
|
Trip 6 |
47 |
49 |
49 |
49 |
47 |
53 |
51 |
|
Southbound
PM |
|||||||
|
Trip 1 |
53 |
54 |
54 |
55 |
49 |
56 |
57 |
|
Trip 2 |
50 |
53 |
53 |
53 |
47 |
54 |
56 |
|
Trip 3 |
41 |
46 |
41 |
41 |
38 |
43 |
43 |
|
Trip 4 |
62 |
58 |
58 |
58 |
58 |
62 |
62 |
|
Trip 5 |
56 |
54 |
55 |
54 |
54 |
57 |
59 |
|
Trip 6 |
50 |
50 |
51 |
50 |
50 |
53 |
55 |
This report summarizes the evaluation of the peak period traffic impacts of the removal of barrier toll plazas at the five northern plazas on the Garden State Parkway: Hillsdale, Bergen, Essex, Union and Raritan. This study relied on forecasts of traffic growth, diversion and induced traffic, and EZ Pass usage provided by the Parkway and their consultants.
With the recent installation of EZ Pass at each of the five northern toll plazas, the capacity of the plazas have increased significantly and toll plaza delays are now much less than they were in 1999. Much of the mainline northern section of the Parkway however operates at or near capacity conditions during the morning and evening peak periods. The high traffic volumes using the Parkway cause traffic congestion and delay in the mainline sections as vehicles travel at less than highway speeds.
There are three components to the travel time savings due
to the elimination of toll collection at a barrier: slowing down from highway
speeds on the approach to the toll plaza; queuing delay at the toll plaza; and
returning (or accelerating back) to original highway speeds after paying the
toll. The congestion-related benefits
of any of the alternatives are therefore a function of the capacity of the toll
plaza, processing time for toll collection, as well as the capacity of the
adjacent mainline roadway. The
simulation model analyzes each of these three components and provides estimates
of the travel time and related travel cost savings that would occur in the future. The results of the simulation model are
summarized by toll plaza below.
Raritan Toll Plaza
During the evening peak period, the combination of the widening of the Driscoll Bridge from six to seven lanes and the elimination of the toll barrier in the southbound direction would provide significant travel time reductions, in excess of two minutes per vehicle over the existing conditions. The roadway sections north of the bridge and south of the plaza operate at less than capacity conditions. These conditions would allow vehicles in the future to travel at highway speeds through the entire two-mile section. During the morning peak period, the combination of the widening of the Driscoll Bridge from six to eight lanes and the introduction of high speed EZ Pass in the northbound direction would also provide significant travel time reductions, one to two minutes per vehicle over existing conditions.
Union Toll Plaza
In the evening peak period, the elimination of the toll barrier in the southbound direction would provide minimal travel time reductions. The merge with I-78 (Interchange 142) located just north of the toll plaza forces vehicles to slow down as they approach the plaza. In addition, the roadway just south of the plaza operates at capacity with vehicles traveling at greatly reduced speeds. Hence, there is little opportunity for vehicles to travel at highway speeds if the plaza is removed. During the morning peak period, the introduction of high speed EZ Pass in the northbound direction would provide travel time reductions of less than one minute per vehicle over existing conditions. Again, the roadway north of the Union toll plazas operates at capacity with vehicles traveling at greatly reduced speeds during the morning peak period.
Essex Toll Plaza
During both the morning and evening peak periods, the elimination of the toll barrier in the northbound direction would provide travel time reductions of less than one minute per vehicle, over existing conditions. Again, the roadway operates at capacity both upstream and downstream of the toll plaza providing little opportunity for vehicles to travel at highway speeds. The introduction of high speed EZ Pass would result in similar travel time reductions in the southbound direction during both the morning and evening peak period.
Bergen Toll Plaza
In both the morning and evening peak periods the elimination of the toll barrier in the southbound direction would result in travel time reductions of approximately one minute per vehicle, over existing conditions. The roadway conditions upstream and downstream of the plaza would allow vehicles to travel at highway speeds through the toll plaza area. The introduction of high speed EZ Pass would result in similar travel time reductions in the northbound direction during the evening peak period. Travel time reductions would be less during the morning peak period due to increased roadway congestion.
Hillsdale Toll Plaza
In both the morning and evening peak periods, the elimination of the toll barrier in the northbound direction would result in travel time reductions of one minute or more per vehicle, over existing conditions. There is no roadway congestion to prevent vehicles from traveling at highway speeds through the toll plaza area. Similar travel time reductions could be achieved through the introduction of high speed EZ Pass in the southbound direction.
In total, institution of a one-way toll collection system (i.e., elimination of toll collection in one direction at each barrier plaza) would provide travel time reductions of three to four minutes for vehicles traveling the length of the northern section of the Parkway from the New York State line to points south of the Raritan River, a distance of approximately fifty miles. Typical travel times during the peak periods are about an hour for travel through this section. As stated earlier, most of the travel time reductions would be due to the widening of the Driscoll Bridge coupled with the elimination of the Raritan Toll Plaza.
|
Toll Plaza |
Year |
Time Period |
Alternative |
|
Raritan |
Existing (2000) |
Morning |
With Toll Plaza |
|
Raritan |
Existing (2000) |
Morning |
Toll Plaza Sb Removed |
|
Raritan |
2011 |
Morning |
With Toll Plaza |
|
Raritan |
2011 |
Morning |
Toll Plaza Nb and Sb Removed |
|
Raritan |
Existing (2000) |
Evening |
With Toll Plaza |
|
Raritan |
Existing (2000) |
Evening |
Toll Plaza Sb Removed |
|
Raritan |
2011 |
Evening |
With Toll Plaza |
|
Raritan |
2011 |
Evening |
Toll Plaza Nb and Sb Removed |
|
|
|
|
|
|
Union |
Existing (2000) |
Evening |
With Toll Plaza |
|
Union |
Existing (2000) |
Evening |
Toll Plaza Sb Removed |
|
Union |
2011 |
Evening |
With Toll Plaza |
|
Union |
2011 |
Evening |
Toll Plaza Nb and Sb Removed |
|
|
|
|
|
|
Essex |
Existing (2000) |
Evening |
With Toll Plaza |
|
Essex |
Existing (2000) |
Evening |
Toll Plaza Nb Removed |
|
Essex |
2011 |
Evening |
With Toll Plaza |
|
Essex |
2011 |
Evening |
Toll Plaza Nb and Sb Removed |
