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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. 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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  1. Development of Congestion Management Process Using A Travel Demand Forecasting Model Huey P. Dugas TRB Planning Applications Conference Reno, Nevada May 11, 2011

  2. Causes of Congestion

  3. Causes of Congestion

  4. M&O in Context of Metropolitan Transportation Planning Requirements

  5. MPO Part of Capital Region Planning Commission

  6. 384Text Pages 65 Maps (Graphics) 449 Total Pages www.crpc-la.org

  7. Model Trips by Purpose n

  8. Model Trips by Purpose

  9. Model Trips by Purpose HBW + NHBW Trips in 2009 = 26.3%

  10. Federal Regulations: Congestion Management Process (CMP)

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

  12. Congested Segments by Functional Class

  13. CMP Corridor Map

  14. Segment Rankings and Prioritization Process

  15. Congestion Management Process Corridor Map – Dataview(Partial)

  16. Geo

  17. 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

  18. Thematic Map of Volumes with 2008 Crash Data

  19. 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

  20. Local Input Priorities & Strategies– Ascension Parish

  21. Example of Local Input - East Baton Rouge Parish

  22. Example of Local Input - East Baton Rouge Parish

  23. 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 hummer@ncsu.edu For LA Planning Council, March 30, 2010

  24. Superstreet

  25. 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

  26. 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

  27. Superstreet Advantages

  28. Superstreet Advantages Perfect two-way progression at any speed with any signal spacing! Install signals anywhere You set progression speed

  29. Pedestrians • Safe, controlled • Slow, two-stage • Could offset vehicles to align pedestrians • Could place midblock ped signals almost anywhere • Could easily prohibit RTOR

  30. Vicinity Maps of Priority ‘A’ Segments Ascension East Baton Rouge Livingston W. Baton Rouge

  31. 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

  32. Process Limitations Proposed ProjectsLA 1/I-10 Connector

  33. 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

  34. 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

  35. 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

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