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# Development of Congestion Management Process Using A Travel Demand Forecasting Model - PowerPoint PPT Presentation

Development of Congestion Management Process Using A Travel Demand Forecasting Model. Huey P. Dugas. TRB Planning Applications Conference Reno, Nevada May 11, 2011. Causes of Congestion. Causes of Congestion. M&O in Context of Metropolitan Transportation Planning Requirements.

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Development of Congestion Management Process Using A Travel Demand Forecasting Model

Huey P. Dugas

TRB Planning Applications Conference

May 11, 2011

Causes of Congestion Demand Forecasting Model

Causes of Congestion Demand Forecasting Model

384Text Pages Requirements

65 Maps (Graphics)

449 Total Pages

www.crpc-la.org

Model Trips by Purpose Requirements

n

Model Trips by Purpose Requirements

HBW + NHBW Trips in 2009 = 26.3%

Congested Segments Requirements by Functional Class

CMP Corridor Map Requirements

Geo Requirements

Crash Rate (R Requirementsse) Formula

Rse = {(A)(1,000,000)} / {(365)(T)(V)(L)}

where:

Rse = Crash Rate of Section of Exposure in accidents per million vehicle miles of travel (ACC/MVM)

A = Total number of accidents on the roadway section for the analysis period

T = Time period of the study (in years or fraction of years)

V = Average Annual Daily Traffic (AADT) during the study period

L = Length of section in miles

### Crash Rate Estimation

CMP Criteria for Implementation Requirements

Criteria Selecting Prioritizing Congested Segments

• Congestion/Delay in Time (Daily Delay Vehicle – Hour per Mile of Segment)

• Transit, e.g., Does Identified segment have transit service?

• Safety (Number of Crashes in 2008 on a Segment)

• Projects Planned in TIP

• Projects in Long Range Transportation Plan

• Local Priorities

### Introduction to and Update on Unconventional Intersections and Interchanges

Joseph E. Hummer, Ph.D., P.E.

Professor of Civil Engineering

Raleigh, NC

Telephone 919-515-7733

Email [email protected].edu

For LA Planning Council, March 30, 2010

Superstreet and Interchanges

Advantages of ‘Superstreet’ (Conceptual) and Interchanges

• Referred to as Michigan Left, since used in Detroit for decades

• Used on Arterials w/ Heavy Traffic Compared to Cross Streets

• Cross Street Traffic Takes Right Turn at Intersection, Then U-Turn and Right Turn

• Cross Traffic Choosing Left on Sherwood, Follows Same Path but Remains on Sherwood

• Traffic Signal Phasing Reduced to 2 Phases (1 for Protected Left/Right Movements) at U-turn Crossovers and Cross Street Intersections, and 1 for Thru Movement

Advantages of ‘Superstreet’ – (Benefits) and Interchanges

• Superstreet eliminates cross-traffic on Principal Arterial

• Allows longer Green Times for Thru Traffic on Principal Arterial

• So Higher Volumes Get Through During Each Cycle

• Appears Counter Intuitive but Reduces Congestion

• Some Commute Times have shown reductions by 50%

• Increases safety by reducing the number of conflict points from 32 (conventional intersection) to 14 (super street).

• http://www.texashighwayman.com/us281ss.shtml

Perfect two-way progression at any speed with any signal spacing!

Install signals anywhere

You set progression speed

Pedestrians and Interchanges

• Safe, controlled

• Slow, two-stage

• Could offset vehicles to align pedestrians

• Could place midblock ped signals almost anywhere

• Could easily prohibit RTOR

Vicinity Maps of Priority ‘A’ Segments and Interchanges

Ascension

East Baton Rouge

Livingston

W. Baton Rouge

Next Steps and Interchanges

• Priority ‘A’ Segments Eligible for Stage 0 Studies

• Incorporate Priority Segments in Next Long Range Plan Update

• Monitor Strategy Effectiveness

• Re-evaluate CMP Process (Objectives, Network, Segments and Strategies

### Process Limitations and Interchanges Proposed ProjectsLA 1/I-10 Connector

LA 1/I-10 Connector and Interchanges

LA 1 Hwy 4 Lane Divided North South Direction

Connects Mississippi River Bridge on Interstate 10 to Chemical Plants South

Large Commute Pattern for Work Trips

Intracoastal Canal Bridge Near I-10 Bridge Problems of Age, Capacity, Repairs, Maintenance and Accidents (No Detour)

3 Mile New Route Designed as Toll Road

Use Private-Public Partnership as Revenue Source

Design Build Proposal

Approved Environmental Study

Modeling Shows 4 Lanes Justified

### LA 1 Connector Toll Facility and Interchanges

2001 WBR Conducted Feasibility Study to Build New Road to Connect LA 415 at I-10 and LA 1

DOTD Contracted to Conduct Alignment Analysis and Environmental Study

Environmental Study Concluded with FONSI

Immediately Contacted by Private Investors for Concession to Build as Tolled Project

Project Description and Interchanges

• Need Driven by Detour and Evacuation Route for Traffic South of I-10

• Alternative Route for Local and Regional Traffic During Peak Periods

• Detour Traffic for Maintenance/Repairs/Accidents Existing LA 1 Intracoastal Bridge

• Serves Demand for Trucks to Intermodal Facilities at Baton Rouge Port and Operations on Northline Road

Current Status and Interchanges

Decision to Build Toll Facility Through Public Private Partnership

Local Toll Authority (TA) Created

Articles of Incorporation Adopted and Filed w/ Secretary of State

Bylaws Adopted at TA’s Organizational Meeting

TA Receiving \$5mil from State Legislature to Prepare Prelim Design

Prelim Design Plans Used to Purchase Right-of-Way on Three Parcels

TA Advertise and Select Private Investor on Completion of Preliminary Design

Private Investors To Contract for Preparation Final Design and Construction

TA and PP to Contract for Operation and Maintenance of Road and Toll Operations

Development of Congestion Management Process Using A Travel Demand Forecasting Model

Huey P. Dugas

TRB Planning Applications Conference