Corridor Evaluation and Management

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CORRIDOR EVALUATION AND

MANAGEMENT

B Ram Kumar101206

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Introduction Problems in corridor Corridor Management Benefits of corridor management

Corridor management strategies Performance evaluation Literature Review Performance evaluation practices

Corridor management practices Summary References

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INTRODUCTION

The rapid growth in Industrialization and commercial hubs

created steep increase in traffic.

As the existing towns grew too large, office and commercial

centers are developed.

Traffic congestion has around forever.

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CORRIDOR DEFINITION

In terms of physical components, a corridor includes one or more

routes that connect centers.

It is a broad geographic area or brand, with no predefined size or

scale, that follows a general direction flow essentially a

transportation service connecting major sources of trips.

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Problems in Corridors

Percentage of Heavy vehicles

Near by business parks

Vehicle occupancy rate

Impacts of current trends i.e. constructions, landdevelopment etc

Nature of growth i.e. business, working, farming etc

Convenience and access Safety

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WHAT IS CORRIDOR MANAGEMENT

The primary goal of the Corridor Management Study is to

maximize the potential of the corridor to serve economic

development.

To develop recommendations for short and long term strategies to

prevent future traffic problems.

To identify the structural improvements that are needed now or

that are likely to needed in the future.

To make the most efficient use of the infrastructure.

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Benefits of Corridor Management

Identifies and addresses the transportationdeficiencies

Allow for development of coordinated transportation

Saves money by implementing non-capital intensivestrategies

Develops creative strategies for supportingsustainable economic development in corridor

communities

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Corridor Management Strategies

Minor Roadway and Operational Improvement

Major Roadway and Operational improvements

Access Management

New Facilities Alternative Mode Improvements and Travel Demand

Management

Modal Connectivity Improvements

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Performance Evaluation

Transportation performance measures

Financial performance measures

Social impacts

Land use or economic development impact Environmental impact

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Literature Review

Corridor Performance Evaluation

Performance evaluation practices

Corridor Management

Corridor Management practices

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Models for measurement of performance measures

Sketch planning technique

Travel demand models

Analytical/Deterministic tools (HCM based)

Traffic signal optimization tools Simulation models Macroscopic simulation models

Based on deterministic relationship of the flow, speed and density.

Microscopic simulation models

Simulate the movement of individual vehicles

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Level of Service

Midblock

Service measure is density

Intersection

Service measure is delay

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Delay

Delay is one of the key parameters that are utilized inoptimization of traffic signal timings and also a keyparameter in computing level of service provided tothe motorists at signalized intersections.

Types: Stopped delay

Approach delay

Travel time delay Time in queue delay

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Performance Evaluation Practices

Jerome L. Catbagan and Hideki Nakamura (2000)carried out a study to evaluate a two lane expressway inJapan.

Their highway classification may fall somewhere between

common expressways and ordinary two lane highways withfull access control and high speed limits.

The goal of this study is to analyze and compare possibleperformance measures that would best describe the traffic

operational characteristics of two-lane expressways. Percentage time spend following showed a strong

relationship with flow rate and should be considered as themain performance measure in determining two lane

expressway LOS.

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Performance Evaluation Practices

Sarah B. Medley and Michael J. Demetsk(2003) developed congestion performancemeasures. Generally there are 19 performancemeasures, based on the available data and

complexity in computation they consider total delayand buffer index as their performance measures forcongestion

Total delay (veh-min)= [Actual travel time (min) -

Acceptable travel time (min)*Volume Buffer index (%)=[(95th percentile travel rate

Average travel rate)/Average travel rate]*100%

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Breaking the transportation land use cycle

Some communities in Texas are breaking thetransportation-land use cycle using corridor managementand preservation, though others continue to go through thisage-old cycle.

The transportation-land use cycle, begins when major

arterial or thoroughfare improvements are made whichincrease the value and accessibility of adjacent land.

The roadway improvements spur new development and re-development, which increase access points and trafficgeneration.

As this cycle continues, over the years the cumulativeincreases in the amount and intensity of developmentcreate traffic conflicts and congestion, which require morearterial improvements thus starting the cycle again.

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Corridor Preservation

It refers to the practice of acquiring, preserving, orprotecting ROW needed for a future transportationcorridor.

The American Association of State and HighwayTransportation Officials (AASHTO) define CorridorPreservation as a concept utilizing the coordinatedapplication of various measures to obtain control of

or otherwise protect the right-of-way for a plannedtransportation facility

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Low cost traffic management techniques

The principle aim of traffic management is tomaximize the use of the existing street system andimprove road safety, without impairingenvironmental quality.

In doing so, an alteration to traffic lanes, islands,curbs etc., are inevitable and is part of themanagement measures.

The general aim is to reorient the traffic patternon the existing streets so that the conflict

between vehicles and pedestrians is reduced.

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Traffic management measures

Restrictions on turning movements

One-way streets

Tidal-flow operations

Exclusive bus lanes Closing side streets

Parking regulations

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Kristine M. Williams et al, (2004) has proposedthe corridor management and preservation,recommendations including the access managementissues, in the City of Tallahassee and Leon County.

By preserving land needed for future transportation

improvements, the corridor preservation measuresreduce disruption to homes and businesses when theroad is ultimately improved.

The administrative process and mitigation tools willpreserve property rights and accommodate

development, without compromising the corridor. The access management provisions will result in safer

roads, with less delay, and better designed access andcirculation systems.

Corridor Management Practices21


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USDOT (2004) has carried out an access managementstudyLowa. It was presented about the mobility of thecorridor based upon the number of access points.

It proves that as the number of Access Points/Km and thenumber of Intersections/Km increases the mobilitydecreases.

It also presents what is the percentage increase in themobility with the change in access points.

The minimum number of access points/Km was listedbased upon the type of road facility.

The Access Management techniques are listed, Createservice roads for direct land access parallel to majorarterial; Provision of adequately designed turn lanes,Consolidate and minimize left turn exits from driveways, asthey follow left hand rule.



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Raj.v. ponnaluri et al, (2005) has done a study in Dorman,the operational effectiveness of the speed humps in the corridors.Rural residential streets generally experience low traffic volumesand high operational speeds.

In this study the corridor has been evaluated pre and postinstallation of the speed humps along the rural area.

The study segment is about 2,600 feet long and includes twoschool crossings.

In total, five speed humps were installed along this section. Thespeed humps are 3.5 inches high at the center and 12 feet wide.They extend across both travel lanes between pavement edgelines.

Traffic volume and speed data were collected in 15-minuteincrements over a consecutive 48-hour typical weekday period.

After the installation of the speed humps the daily traffic volumehas come down from 458 vehicles to 239 vehicles



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Lars Ledenet al, (2006) has carried out a comparativestudy on the European Road E12 through the communitycenter of Storuman which was reconstructed 1999 and2000.

Pedestrian walkways, traffic islands, a roundabout and atwo-directional cycle track along the E12 were installed.

The purpose of reconstruction was to improve safety forpedestrians and bicyclists, primarily for children. And thestudy proves that, after the reconstruction the pedestrianand the bicycle flow has been increased and the percentagechange was about 487% increase.

And it has been observed that there is a change in theselection of mode by the people who are using this corridor,the travel by car and bus has come down and the travel by

walk modes and the cycling modes has been increased.



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Erik Alm, et al (2007) have carried out an corridormanagement study in San Francisco I-880 corridor.

The step by step approach of the corridor management study hasbeen detailed briefly as three phase process and first phaseconsisting of identification of corridor.

And the second phase consists of data collection and theperformance evaluation of the network, followed by the third andthe scenario phase which includes causality analysis,recommended corridor management strategies and a high levelaction plan.

In this area the corridor management study has identified theproblems as the re-occurrence of bottle necks and the causalityanalysis reveals that the bottleneck occurrence is due to the rampmerging and to overcome this problem they have suggested to gofor operational improvements or ramp metering.



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Gangopahdyay et al (1999) have carried a study atISBT, Kashmere Gate, New Dehi and proposed the TrafficManagement measures.

The problems in the area is high peak hour volume andcongestion, the morning peak hour has been identified

for four hours and the evening peak hour for another fourhours. So after the brief study of the location, he had proposed

to shift the bus stops, remove on street parkings,widening of Mori Gate Terminal, pedestrian subways,

relocation of Tonga and Auto Rickshaw stands,channelization for all the four legs for the left turningtraffic, boundary wall relocation between Lothian Roadand Boulevard Road.



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Geetam Tiwari etal (1999) has suggested the measures to improvethe mobility of the Delhi corridors which is considered to be the big issueof corridor management.

She had identified that the bicyclists are subjecting to more fatalaccidents who has the captive choice, so she has proposed the separatecurb lanes for the bicyclists.

This relatively small investment in bicycle lanes can increase the roadspace for motorized traffic by 50 percent on 3 lane roads. Bicycle lanesalso result in better space utilization.

She had also proposed a road cross section, which consists of a bus lane,carriage way, cycle lane and a service lane. Also addressed the criteria ofselecting central bus lane and curb side bus lane, junctions, intersectionsplanning, criteria for design of round abouts.

All the possible areas which are affecting the mobility in the corridorhave been addressed and suggested the geometrical modifications, forthe better corridor management.



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Kohinoor Karet al in the year 2009 in India hascarried out a study on the mobility issues related toHighway transportation in India.

They have presented the mobility indices for nine

nations which includes India, Pakistan, USA etc Theysuggests the use of traffic demand managementtechniques, which include alternate hours of travel,flexible work schedule, etc.

Transportation infrastructure improvements includeroadway expansions, rehabilitation, maintenance ofpavements, building elevated highways and flyovers.



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Summary

Performance measure bySketch Planning technique:o Allow for the evaluation of specific projects or alternatives without

conducting an in depth engineering analysis.o Used to prepare preliminary budgets and proposals, and are not

considered to be a substitute for the detailed engineering analysis oftenneeded later in the project implementation process.

Travel demand models:o specific analytical capabilities (predicting travel demand and

consideration of destination choice, mode , route choice etc.o Forecast travel demand based on current conditions and future

projections of household and employment characteristicso Developed to determine the benefits and impacts of major highway

improvements in metropolitan areaso Cannot evaluate travel management strategieso limited capability to accurately estimate changes in operational

characteristics

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Analytical/Deterministic tools (HCM Based)o Quickly predict capacity, density, speed, dealy and queuing on

variety of transportation facilities.o Validated with field data, laboratory tests or small scale

experiments.o

Good for analyzing the performance of isolated or small scaletransportation facilities.o Assumes that operation of one intersection or road segment is not

adversely affected by conditions on the adjacent roadway

Traffic Signal Optimization Toolso Designed to develop optimal signal phasing and timing plans for

signal intersections or arterial streets.o Includes capacity calculation, cycle length, coordinated signalingo Used to optimize ramp metering rates for freeway ramp control

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Simulation Models: Simulates the movement of individual. Analysis can be performed very quickly when compared to

other methods Requires large amount of data Impact of on street parking, commercial vehicle loading etc,

is not considered. Interferences that can occur between bicycles, pedestrians

are not considered it assumes 100% safe driving.The adoption of corridor management strategy type like

Minor Roadway and Operational improvements, MajorRoad way and Operation improvements, AccessManagement, New Facilities etc is based on theperformance evaluation of the corridor

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References

Jerome L. Catbagan and Hideki Nakamura (2000)Evaluation of Performance Measures for Two-LaneExpressways in Japan journal of transportation research

board 1988. Sarah B. Medley Development of Congestion Performance

Measures using ITS information a report by VirginiaTransportation Research Council. Kristine M. Williams (2004) Tallahassee-Leon County

Corridor Management Program TRB, August, 2004, USDOT, (2004), Access Management,ITE Journal, April,

pg 1-4. Raj .V. Ponnaluri et.al (2005), Operational Effectiveness of

Speed Humps in Traffic Calming,ITE Journal. July, pg 26-30.

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Erik Alm et.al (2007), An Integrated Methodology forCorridor Management Planning, TRB journal, August. Dr. S. Gangopadhyayet.al (1999), Traffic

Management Measures Around ISBT, Kashmere Gate,New Delhi ,INDIAN HIGHWAYS, Vol.27 No.4, April,

pg 13-19. Geetam Tiwari et.al (2007), Traffic planning for non-

homogeneous traffic , sadhana, vol. 32, part 4. Kohinoor Kar et.al (2009) An Overview of Mobility

and Safety Issues Related to Highway Transportation

in IndiaITE journal, August, pg 40-45. Nagraj Gokul, (2008), A Dissertation work on

Corridor Management A Case Study of KU Jn. ToMULUGU Jn. Road in Warangal city, at NIT Warangal.

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J Pradeep Chaitanya, (2010), A dissertation work onUrban Corridor Management for HeterogeneousTraffic Conditions A Case study of Ameerpet toKukatpallyCorridor, Hyderabad., at NIT Warangal.

Texas Transportation Institute, (2008), Guidelines on

Corridor Management and Preservation in Texas,July. IRC: 86 1983, Geometric design standards for urban

roads in plains. Highway Capacity Manual 2000. Principles of Highway Engineering and Traffic

Analysis by Fred L. Mannering, Walter P. Kilareskiand Scott S. Washburn, Wiley India Editon.

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Corridor Evaluation and Management