Development of congestion management process using a travel demand forecasting model
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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

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Development of congestion management process using a travel demand forecasting model

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


Causes of congestion1

Causes of Congestion


M o in context of metropolitan transportation planning requirements

M&O in Context of Metropolitan Transportation Planning Requirements


Development of congestion management process using a travel demand forecasting model

MPO Part of Capital Region Planning Commission


Development of congestion management process using a travel demand forecasting model

384Text Pages

65 Maps (Graphics)

449 Total Pages

www.crpc-la.org


Model trips by purpose

Model Trips by Purpose

n


Model trips by purpose1

Model Trips by Purpose


Model trips by purpose2

Model Trips by Purpose

HBW + NHBW Trips in 2009 = 26.3%


Federal regulations congestion management process cmp

Federal Regulations: Congestion Management Process (CMP)


Development of congestion management process using a travel demand forecasting model

http://crpc-la.org/crpc_new/Documents/CMP/CMP_2010.pdf


Congested segments by functional class

Congested Segments by Functional Class


Development of congestion management process using a travel demand forecasting model

CMP Corridor Map


Development of congestion management process using a travel demand forecasting model

Segment Rankings and Prioritization Process


Development of congestion management process using a travel demand forecasting model

Congestion Management Process Corridor Map – Dataview(Partial)


Development of congestion management process using a travel demand forecasting model

Geo


Crash rate estimation

Crash Rate (Rse) 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


Thematic map of volumes with 2008 crash data

Thematic Map of Volumes with 2008 Crash Data


Cmp criteria for implementation

CMP Criteria for Implementation

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


Local input priorities strategies ascension parish

Local Input Priorities & Strategies– Ascension Parish


Example of local input east baton rouge parish

Example of Local Input - East Baton Rouge Parish


Example of local input east baton rouge parish1

Example of Local Input - East Baton Rouge Parish


Introduction to and update on unconventional intersections and interchanges

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]

For LA Planning Council, March 30, 2010


Superstreet

Superstreet


Advantages of superstreet conceptual

Advantages of ‘Superstreet’ (Conceptual)

  • 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

Advantages of ‘Superstreet’ – (Benefits)

  • 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


Superstreet advantages

Superstreet Advantages


Superstreet advantages1

Superstreet Advantages

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

Install signals anywhere

You set progression speed


Pedestrians

Pedestrians

  • 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

Vicinity Maps of Priority ‘A’ Segments

Ascension

East Baton Rouge

Livingston

W. Baton Rouge


Next steps

Next Steps

  • 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 proposed projects la 1 i 10 connector

Process Limitations Proposed ProjectsLA 1/I-10 Connector


La 1 i 10 connector

LA 1/I-10 Connector

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

Completing Investment Grade Study

Approved Environmental Study

Modeling Shows 4 Lanes Justified


La 1 connector toll facility

LA 1 Connector Toll Facility

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


Development of congestion management process using a travel demand forecasting model

Project Description

  • 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


Development of congestion management process using a travel demand forecasting model

Current Status

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 model1

Development of Congestion Management Process Using A Travel Demand Forecasting Model

Huey P. Dugas

TRB Planning Applications Conference

Reno, Nevada

May 11, 2011


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