DOWNTOWN LRT

SIMULATION STUDY

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Photograph courtesy of METRO

CITY OF HOUSTON
DEPARTMENT OF PUBLIC WORKS & ENGINEERING
TRAFFIC & TRANSPORTATION DIVISION

December 2010
December 2010 Downtown LRT Simulation Study

TABLE OF CONTENTS
EXECUTIVE SUMMARY................................................................................................. 1
Study Findings ........................................................................................................ 1
Conclusions............................................................................................................. 2
INTRODUCTION ............................................................................................................. 3
STUDY METHODOLOGY ............................................................................................... 3
STUDY RESULTS........................................................................................................... 7
CONCLUSIONS ............................................................................................................ 15

TABLES
Table 1. Garage Driveways Average Delay Operational Criterion
Table 2. Summary of Observed Performance Measures

FIGURES
Figure 1. Study Limit and Locations
Figure 2. Existing and With LRT Conditions Lane Configurations
Figure 3. LRT Simulation Route and Stations
Figure 4. Summary of Average Daily Traffic Counts on Rusk Street and Capitol
Street
Figure 5. Comparison of Average Delay (Day 1)
Figure 6. Comparison of Average Delay (Day 2)
Figure 7. North-South Roadways Investigation Results

APPENDICES
Appendix A. LRT Simulator Buses Time Schedule
Appendix B. Arrival and Departure Data Collection Summary
Appendix C. North-South Streets Blockage Observation Summary

page i
December 2010 Downtown LRT Simulation Study

EXECUTIVE SUMMARY
METRO is actively working towards the implementation of Light-Rail Train (LRT) lines
along Rusk Street and Capitol Street within the City of Houston downtown area. The purpose of
the downtown LRT simulation study is to determine the level of impact the proposed METRO
light-rail lines may have on the following four car garage driveways along Rusk Street and
Capitol Street. In addition, general operational conditions with LRT simulation were
documented, in particular the impact of LRT on the north-south roadways within the study limit.

Bank of America building on Smith Street (entrance and exit)

Pennzoil Place building on Capitol Street (exit only)
Esperson Garage on Rusk Street (entrance only)
Heritage Plaza on Rusk Street; or also known as 801 Travis Garage (entrance and exit)
The study methodology was to collect data at the garage driveways to estimate operational
conditions with existing lane configuration and existing traffic control conditions; and then to
compare the results with operational conditions of the garage driveways with LRT simulation
using METRO buses with future lane configuration. The primary performance measure used to
compare operational condition of the garages is average vehicular delay (sec/veh), while the
secondary performance measure used for comparison is maximum back-of-queue (veh) at the
garage driveways. Please note that this study did NOT measure the impact of LRT on the
downtown street network.

In order to capture the typical two primary morning and afternoon peak periods, the project
team met with building management representatives to determine the morning study hour (7:30
am to 8:30 am), and the afternoon study hour (4:30 pm to 5:30 pm). Data was collected at each
garage driveway for a total of four days to establish two sets of comparison days. The two
existing condition and with LRT simulation comparison days are summarized below.

Day 1 Comparison – Tuesday, October 26, 2010 (existing condition), November 09,
2010 (with LRT simulation)
Day 2 Comparison – Wednesday, October 27, 2010 (existing condition), November 10,
2010 (with LRT simulation)

Study Findings
Table 2 summarizes performance measures collected at the garage driveways. In general,
average delay comparison at the driveways on Day 1 and Day 2 are well within an acceptable
level of operation. Figures 5 and 6 also show average delay comparisons of Day 1 and Day 2,
respectively in a graphical form. The maximum back-of-queue comparison appears to be within
an acceptable level as well. In addition, the results reflect the operation at the driveways is
highly influenced by the operation of the gate mechanisms and off-duty officers directing traffic;
more than traffic level including LRT on Rusk Street and Capitol Street.

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December 2010 Downtown LRT Simulation Study

Conclusions
In general, average delay comparisons of Day 1 and Day 2 are within acceptable
operational parameters. In addition, the comparisons of the difference between the
existing condition and with LRT simulation average delays are not statistically
significant.
The signal timing and closely spaced signalized intersections within the downtown area
meter traffic entering the driveways, and provide sufficient gaps for exiting traffic from
the driveways. This is the primary reason why high levels of maximum back-of-queues
are not observed at the garage driveways (maximum 4 vehicles). Day 1 and Day 2
comparisons did not show a statistically significant difference.
North-south roadways within the study area are congested during the morning and
afternoon peak periods mainly due to heavy traffic along the north-south streets. Capitol
Street and Rusk Street traffic appears to not impact the north-south roadways within the
study limit. During the observation of north-south roadways, we found that off-duty
officers stopping vehicles to facilitate traffic to/from the garages appear to cause back-
ups on Capitol Street and Rusk Street, and in some instances blocking at a maximum one
lane of traffic on the north-south streets, but never the entire north-south street. In
addition, these back-ups almost always clear-out within one cycle period.
In general, the operational levels of the garage driveways seem to be controlled by the
gate mechanisms and efficiency of patrons going through the gates. As an example, at
801 Travis garage, the exit lane gate mechanism broke down during an afternoon peak
period study. Therefore, we had to stop data collection until the gate was functional
again.

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December 2010 Downtown LRT Simulation Study

INTRODUCTION
METRO is actively working towards the implementation of Light-Rail Train (LRT) lines
along Rusk Street and Capitol Street within the City of Houston downtown area. The purpose of
the downtown LRT simulation study is to determine the level of impact the proposed METRO
light-rail lines may have on the following four car garage driveways along Rusk Street and
Capitol Street. Figure 1 illustrates the study area and details of the four garage driveways. In
addition, general operational conditions with LRT simulation were documented, in particular the
impact of LRT on north-south roadways within the study limit.
Bank of America building on Smith Street (entrance and exit)
Pennzoil Place building on Capitol Street (exit only)
Esperson Garage on Rusk Street (entrance only)
Heritage Plaza on Rusk Street; or also known as 801 Travis Garage (entrance and exit)
The study was conducted in collaboration with various groups within the City of Houston
including but not limited to the Mayor’s Office, Public Works and Engineering Department, and
Parking Management Division. In addition, various outside organizations participated in the
study, including METRO, Houston Downtown Management District, and the buildings’
management team. To accomplish the Downtown LRT simulation study; numerous coordination
meetings were held by the participating organizations to complete the study.

STUDY METHODOLOGY
The study methodology is to collect data at the garage driveways to estimate operational
conditions with existing lane configuration and existing traffic control conditions; then to
compare the results with operational conditions of the garage driveways with LRT simulation
using METRO buses with future lane configuration. It is critical to note that this study did NOT
measure the impact of LRT on the downtown street network.

The primary performance measure used to compare operational condition of the garages is
average vehicular delay (sec/veh) while the secondary performance measure used for comparison
is maximum back-of-queue (veh) at the garage driveways. The 2000 Highway Capacity Manual
(HCM) provides models for estimating control delay at unsignalized intersections. A qualitative
description of the various service levels associated with unsignalized intersections are provided
to evaluate operation of unsignalized intersections. Control delay as described in the HCM
includes deceleration and acceleration delay in addition to resembling stopped-delay at an
intersection. Average delay data collected at the garage driveways is not the same as control
delay, but it resembles stopped-delay as described in the HCM. Nevertheless, here are the
reasons why it is different:
Delays experienced by vehicles at the garage driveways are heavily influenced by the
operation of the gate mechanism and the familiarity of drivers going through the gates.
Off-duty officers assist vehicles coming in and out of the driveways against conflicting
pedestrians and vehicular traffic, which influences delay data collected as part of this
study.
Pedestrian impedance coming in and out of the garage driveways is much higher than the
typical unsignalized intersection operation as described in the HCM.

page 3
 #
figure 1 [Study Limit & Locations]
Bank of America Garage
(entrance/exit)

Pennzoil Garage
(exit)
study limit

Esperson Garage
(entrance)

801 Travis Garage

(entrance/exit)
December 2010 Downtown LRT Simulation Study

Therefore, the data that was collected as part of this study is simply labeled as average delay
(sec/veh), and the following simplified evaluation criterion as shown in Table 1 was developed
to see if the garage driveways are operating within acceptable parameters on Day 1 and Day 2
comparisons.
Table 1
Garage Driveways Average Delay Operational Criterions

Operational Criterion Description of Operational Criterion at the Garage Driveways

Nearly all drivers find freedom of operation, but some drivers begin to consider the delay
GOOD an inconvenience.
(0 to 30 sec/veh) Very seldom is there more than one vehicle in queue, but occasionally there is more
than one vehicle in queue.
MODERATE Often there is more than one vehicle in queue.
(30 to 40 sec/veh) Most drivers feel restricted, but not objectionably so.

Represents a condition in which the demand is near or equal to the probable maximum
number of vehicles that can be accommodated by the driveway, and sometimes it is
forced flow of traffic.
CONGESTED
There is almost always more than one vehicle in queue and backs-up way beyond the
(40 and higher sec/veh) gate mechanisms.
Drivers find the delays approaching intolerable levels, and sometimes the garage
driveway represents failure in traffic flow.

In order to capture the typical two primary morning and afternoon peak periods, the project
team met with building management representatives to determine the morning study hour (7:30
am to 8:30 am), and the afternoon study hour (4:30 pm to 5:30 pm). Data was collected at each
garage driveway for a total of four days to establish two sets of comparison days. The two
existing conditions and with LRT simulation comparison days are summarized below.
Day 1 Comparison – Tuesday, October 26, 2010 (existing condition), November 09,
2010 (with LRT simulation)
Day 2 Comparison – Wednesday, October 27, 2010 (existing condition), November 10,
2010 (with LRT simulation)
Existing condition data collection was conducted without much advertisement to the public
to ensure drivers behave naturally within the downtown area. Typical parking restrictions were
allowed as is today during the morning and afternoon peak periods. Figure 2 shows the existing
lane configuration of Rusk Street and Capitol Street when data was collected at the garage
driveways for existing condition.
Data collection with LRT simulation was conducted using three buses as two sets of LRT
simulators. The following additional measures were implemented to simulate conditions as it is
planned to be after implementation of the proposed LRT.
Parking meters along Rusk Street and Capitol Street within the study limit were
bagged by the Parking Management Division.
Lane reduction due to the proposed LRT implementation along Rusk Street and
Capitol Street was achieved by using traffic control cones during the study periods
based on the proposed pavement marking plan provided by METRO. Figure 2 shows
lane configuration with LRT simulation condition.
All construction related lane closures were kept the same within the study limit.

page 5
figure #2 [Existing & With LRT Conditions Lane Configurations]
Lane Closure
(with LRT Condition)
December 2010 Downtown LRT Simulation Study

Figure 3 shows the LRT simulation route and the proposed LRT station locations
where simulator buses stopped to simulate the proposed LRT lines. The average
dwell time LRT simulator buses stopped at the proposed stations was 20 seconds.
Appendix A shows time schedule of simulator buses that METRO provided to the
City of Houston, which indicates a service frequency of 6 minute runs. Two sets of
LRT simulators (the first set with two buses and the second with one bus) run the
simulation route, stopping at the proposed LRT stations every 6 minutes.
Existing signal timing plan was not altered and LRT simulator buses used the most
southern lanes on Rusk Street and Capitol Street, sharing the lane with vehicular
traffic.
Data collection was performed at each garage driveway using arrival and departure time
stamp software on a laptop computer. In case the data collection results were compromised on
the laptop computer, the study team used a digital video recorder as a backup feature. The
software is capable of recording arrival and departure time stamps using the computer master
clock, which allows computation of average delay, maximum back-of-queue, and the number of
vehicles at the garage driveways.
Arrival times for entrance driveways were recorded exactly when a vehicle reached the
standing queue and stopped; or if there are no queue present, when the front of the
vehicle crossed over the curb line.
Departure times for entrance driveways were recorded when the back of the vehicle
crossed over the curb line and approached the gate mechanism.
Arrival times for exit driveways were recorded exactly when a vehicle reached the
standing queue and stopped; or if there are no queue present, when the front of the
vehicle reached the curb line.
Departure times for exit driveways were recorded when the back of the vehicle crossed
over the curb line.

STUDY RESULTS
Table 2 summarizes average delay (sec/veh), maximum back-of-queue (veh), and the
number of vehicles per hour at each garage driveway for each peak study time period for Day 1
and Day 2 comparisons. Appendix B contains raw data and calculation of the performance
measure outputs that are presented in Table 2. The level of traffic demand along Rusk Street and
Capitol Street, as summarized in Figure 4, appear to be ideal conditions for comparison of Day 1
and Day 2 conditions to quantify and analyze the impact of the proposed LRT lines on the
operation of the four garage driveways.

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December 2010 Downtown LRT Simulation Study

Table 2
Summary of Observed Performance Measures

Day 1 Comparison - Tuesday October 26 (Existing Condition) and November 09 (With LRT Simulation)
MORNING PEAK PERIOD AFTERNOON PEAK PERIOD
Maximum Back of Queue Number of Vehicles Average Delay (sec/veh) Maximum Back of Queue Number of Vehicles Average Delay (sec/veh)

Existing With LRT Existing With LRT Existing With LRT Existing With LRT Existing With LRT Existing With LRT
Garage Conditions Simulation Conditions Simulation Conditions Simulation Conditions Simulation Conditions Simulation Conditions Simulation
Esperson Garage Entrance 3 3 164 166 13.7 13.8 0 1 10 12 2.8 11.1
801 Travis Garage Entrance 4 3 131 112 15.1 14.6 N/A N/A N/A N/A N/A N/A
801 Travis Garage Exit N/A N/A N/A N/A N/A N/A 1 3 118 99 9.4 11.7
Bank of America Garage
1 1 101 93 4.1 4.7 0 0 24 19 5.1 3.6
Entrance
Bank of America Garage Exit 0 0 4 3 22.8 (1) 13.9 1 3 69 78 10.9 18.7
Pennzoil Garage Exit (1) 0 0 5 4 7.1 6.6 2 3 102 99 13.8 26.3 (3)

Daily Average 2 1 82 76 15 11 1 2 65 61 8 11

Day 2 Comparison - Wednesday October 27 (Existing Condition) and November 10 (With LRT Simulation)
MORNING PEAK PERIOD AFTERNOON PEAK PERIOD
Maximum Back of Queue Number of Vehicles Average Delay (sec/veh) Maximum Back of Queue Number of Vehicles Average Delay (sec/veh)

Existing With LRT Existing With LRT Existing With LRT Existing With LRT Existing With LRT Existing With LRT
GARAGES Conditions Simulation Conditions Simulation Conditions Simulation Conditions Simulation Conditions Simulation Conditions Simulation
Esperson Garage Entrance 3 2 150 146 18.2 10.9 0 1 14 9 3.8 11.2
801 Travis Garage Entrance 4 4 148 143 14.7 13 N/A N/A N/A N/A N/A N/A
801 Travis Garage Exit N/A N/A N/A N/A N/A N/A 3 4 117 82 (2) 9.2 16.3
Bank of America Garage
1 1 90 104 4.7 6.1 1 0 50 19 5.7 2.5
Entrance
Bank of America Garage Exit 0 0 4 5 10 13.1 3 0 68 3 19.7 14.6
(1)
Pennzoil Garage Exit 0 0 11 3 7.1 14.6 3 3 100 108 12.2 17.3
Daily Average 2 1 81 80 11 12 2 2 70 35 10 12

Notes:
(1) Garage security personnel stopped the four vehicles to clear heavy pedestrian traffic.
(2) Due to the garage gate mechanism malfunction data collection was suspended for a while. Actual number of vehicles within the hour is 106.
(3) Off-duty officer held up driveway traffic to assist pedestrian trying to flag a cab.

page 8
figure #3 [LRT Simulation Route & Stations]
METRORail Stations
1 – Capitol, between
Louisiana & Smith
2 – Rusk, between
Bagby & Smith

Staging Areas
1 – Rusk, between
Bagby & Smith
2 – Capitol, between
Main & Travis

rail route
figure #4 [Summary of Average Daily Traffic Counts on Rusk Street & Capitol Street]
Existing | LRT Simulation

6863|7607
Capitol, between
Main & Travis

7694|7088
Capitol, between
Milam & Louisiana

8172|6248
Rusk, between
Louisiana & Milam

4864|5477
Rusk, between
7694 7088 Travis & Main

8172 6298

6863 7607

4864 5477
December 2010 Downtown LRT Simulation Study

The primary performance measure used to compare the operational condition of the
garage driveways is average vehicular delay (sec/veh). In general, average delay comparisons of
Day 1 and Day 2 are within acceptable operational parameters. As Table 2 shows, on average,
the comparisons of Day 1 and Day 2 are not statistically significant to quantify the impact of
LRT on the operation of the garage driveways. As Figures 5 and 6 show, Day 1 and Day 2
comparisons respectively, the garage driveways are operating “GOOD.” Sometimes, when there
are other influencing factors such as off-duty officers, gate mechanism malfunction, and heavy
pedestrian traffic, the driveways may operate “MODERATE” during both existing and with LRT
conditions. In addition, back-of-queues are well within acceptable parameters at the garage
driveways (maximum 4 vehicles) during Day 1 and Day 2 comparisons, which do not show a
statistically significant difference.
Another item that was observed in the field during the existing and with LRT conditions
was the impact of the proposed LRT on north-south roadways within the study area. This was
accomplish simply by observing all signalized intersections within the study limit, and then
documenting how many times during the analysis period north-south streets were blocked due to
traffic on Rusk Street and Capitol Street. A single investigator observed one signalized
intersection and filled out a form documenting how many times a blockage of north-south
roadway occurred due to traffic spill-back of Rusk Street and Capitol Street. Appendix C
includes observation results of each intersection. Below are the results of our observation and
Figure 7 illustrates potential queue spill-backs that may occur due to LRT implementation.
During both existing and with LRT conditions in comparison Day 1 and Day 2, complete
blockage of north-south roadways due to traffic on Rusk Street and Capitol Street was not
observed. The north-south streets within the study limit are congested primarily due to
the large number of vehicles that are coming to downtown in the morning and leaving
downtown in the afternoon peak periods.
With LRT simulation condition including the reduction of one eastbound lane on the west
approach of Rusk Street/Milam Street intersection caused seven spill-back queues during
the morning peak period that extended back to block only the northbound diamond-lane
at the intersection of Louisiana Street/Rusk Street. All seven spill-backs pretty much
dissipated within one cycle and the queue spill-back did not block northbound through
traffic lanes of Louisiana Street at any time.
Due to the combination of the proposed LRT station on the east approach and the
proposed removal of exclusive westbound left-turn lane at the intersection of Smith
Street/Capitol Street, queue spill-back through the intersection of Louisiana
Street/Capitol Street was observed when LRT simulators were dwelling at the proposed
station location. The queue was mainly isolated along the northbound exclusive left-turn
lane at the intersection of Louisiana Street/Capitol Street. The spill-back queue
dissipated within one cycle and it did not impact the northbound through traffic lanes of
Louisiana Street at any time.

page 11
 figure #5 [Comparison of Average Delay (Day 1)]
60
Existing – AM

With LRT – AM

Existing – PM

50 With LRT – PM

40

30

26.3

22.8

20 18.7

15.1 14.6
13.9 14.3
13.7 13.8 13.8
12.6
11.7
11.1 10.9 10.7
10 9.4
8.4
7.1 6.6

4.7 5.1
4.1 3.6
2.8

N/A N/A N/A N/A

0
Esperson Entrance 801 Travis Entrance 801 Travis Exit Bank of America Bank of America Exit Pennzoil Exit Daily Average
Entrance
 figure #6 [Comparison of Average Delay (Day 2)]
60
Existing – AM

With LRT – AM

Existing – PM

50 With LRT – PM

40

30

19.7
20
18.2
17.3
16.3
14.7 14.6 14.6
13 13.1
12.2 12.4
11.2 11.5
10.9 10.9
10 10.1
10 9.2
7.1
6.1 5.7
4.7
3.8
2.5

N/A N/A N/A N/A

0
Esperson Entrance 801 Travis Entrance 801 Travis Exit Bank of America Bank of America Exit Pennzoil Exit Daily Average
Entrance
 figure #7 [North-South Roadways Investigation Results]
At the shared LRT and vehicular lane of the Smith Street/Capitol Street intersection, LRT at Proposed
queue build-up through the intersection of Louisiana Street/Capitol Street was observed Station
when LRT simulators were dwelling at the proposed station location.
Proposed
Station

Vehicles in
Queue

Lane Closure
(with LRT
condition)
Capitol

Louisiana

Milam
Bagby

Smith

Rusk

The Rusk Street/Milam Street intersection caused seven spill-back queues during the
morning peak period that extended back to block only the northbound diamond-lane
at the intersection of Louisiana Street/Rusk Street.
December 2010 Downtown LRT Simulation Study

CONCLUSIONS
In general, average delay comparisons of Day 1 and Day 2 are within acceptable
operational parameters. In addition, the comparisons of the difference between existing
conditions and with LRT simulation average delays are not statistically significant.
The signal timing and closely spaced signalized intersections within the downtown area
meter traffic entering the driveways, and provide sufficient gaps for exiting traffic from
the driveways. This is the primary reason why high levels of maximum back-of-queues
are not observed at the garage driveways (maximum 4 vehicles). Day 1 and Day 2
comparisons did not show a statistically significant difference.
North-south roadways within the study area are congested during the morning and
afternoon peak periods mainly due to heavy traffic along the north-south streets. Capitol
Street and Rusk Street traffic appears to not impact the north-south roadways within the
study limit. During the observation of north-south roadways, we found that off-duty
officers stopping vehicles to facilitate traffic to/from the garages appear to cause back-
ups on Capitol Street and Rusk Street and, in some instances, block at a maximum one
lane of traffic on the north-south streets, but never the entire north-south street. In
addition, these back-ups almost always clear-out within one cycle period.
In general, the operational levels of the garage driveways seem to be controlled by the
gate mechanisms and efficiency of patrons going through the gates. As an example, at
801 Travis garage, the exit lane gate mechanism broke down during an afternoon peak
period study. Therefore, we had to stop data collection until the gate was functional
again.

page 15
 APPENDIX A
LRT Simulator Buses Time Schedule

RAIL SIMULATION
NOVEMBER 2010
 APPENDIX B
Arrival and Departure Data Collection Summary
 APPENDIX C
North-South Streets Blockage Observation
Summary