CORRIDOR EVALUATION AND MANAGEMENT

B Ram Kumar 101206

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

INTRODUCTION
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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.

CORRIDOR DEFINITION
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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.

Problems in Corridors
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Percentage of Heavy vehicles

Near by business parks

Vehicle occupancy rate Impacts of current trends i.e. constructions, land

development etc Nature of growth i.e. business, working, farming etc Convenience and access Safety

WHAT IS CORRIDOR MANAGEMENT

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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.

Benefits of Corridor Management

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Identifies and addresses the transportation

deficiencies Allow for development of coordinated transportation Saves money by implementing non-capital intensive strategies Develops creative strategies for supporting sustainable economic development in corridor communities

Corridor Management Strategies

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Minor Roadway and Operational Improvement

Major Roadway and Operational improvements

Access Management New Facilities

Alternative Mode Improvements and Travel Demand

Management Modal Connectivity Improvements

Performance Evaluation
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Transportation performance measures

Financial performance measures

Social impacts Land use or economic development impact

Environmental impact

Literature Review
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Corridor Performance Evaluation Performance evaluation practices Corridor Management Corridor Management practices

Models for measurement of performance measures

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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. Simulate the movement of individual vehicles

Microscopic simulation models

Level of Service
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Midblock Service measure is density Intersection Service measure is delay

Delay
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Delay is one of the key parameters that are utilized in

optimization of traffic signal timings and also a key parameter in computing level of service provided to the motorists at signalized intersections. Types:

Stopped delay Approach delay Travel time delay Time in queue delay

Performance Evaluation Practices

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Jerome L. Catbagan and Hideki Nakamura (2000)

carried out a study to evaluate a two lane expressway in Japan. Their highway classification may fall somewhere between common expressways and ordinary two lane highways with full access control and high speed limits. The goal of this study is to analyze and compare possible performance 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 the main performance measure in determining two lane expressway LOS.

Performance Evaluation Practices

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Sarah B. Medley and Michael J. Demetsk

(2003) developed congestion performance measures. Generally there are 19 performance measures, based on the available data and complexity in computation they consider total delay and buffer index as their performance measures for congestion 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%

Breaking the transportation land use cycle

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Some

communities in Texas are breaking the transportation-land use cycle using corridor management and preservation, though others continue to go through this age-old cycle. The transportation-land use cycle, begins when major arterial or thoroughfare improvements are made which increase the value and accessibility of adjacent land. The roadway improvements spur new development and redevelopment, which increase access points and traffic generation. As this cycle continues, over the years the cumulative increases in the amount and intensity of development create traffic conflicts and congestion, which require more arterial improvements thus starting the cycle again.

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Transportation Land Use cycle

Corridor Preservation
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It refers to the practice of acquiring, preserving, or

protecting ROW needed for a future transportation corridor. The American Association of State and Highway Transportation Officials (AASHTO) define Corridor Preservation as a concept utilizing the coordinated application of various measures to obtain control of or otherwise protect the right-of-way for a planned transportation facility

Low cost traffic management techniques

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The principle aim of traffic management is to

maximize the use of the existing street system and improve road safety, without impairing environmental quality. In doing so, an alteration to traffic lanes, islands, curbs etc., are inevitable and is part of the management measures. The general aim is to reorient the traffic pattern on the existing streets so that the conflict between vehicles and pedestrians is reduced.

Traffic management measures

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Restrictions on turning movements

One-way streets
Tidal-flow operations Exclusive bus lanes

Closing side streets

Parking regulations

Corridor Management Practices

Kristine M. Williams et al, (2004) has proposed
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the corridor management and preservation, recommendations including the access management issues, in the City of Tallahassee and Leon County. By preserving land needed for future transportation improvements, the corridor preservation measures reduce disruption to homes and businesses when the road is ultimately improved. The administrative process and mitigation tools will preserve 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 and circulation systems.

Corridor Management Practices

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USDOT

(2004) has carried out an access management study Lowa. It was presented about the mobility of the corridor based upon the number of access points. It proves that as the number of Access Points/Km and the number of Intersections/Km increases the mobility decreases. It also presents what is the percentage increase in the mobility with the change in access points. The minimum number of access points/Km was listed based upon the type of road facility. The Access Management techniques are listed, Create service roads for direct land access parallel to major arterial; Provision of adequately designed turn lanes, Consolidate and minimize left turn exits from driveways, as they follow left hand rule.

Corridor Management Practices

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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 volumes and high operational speeds. In this study the corridor has been evaluated pre and post installation of the speed humps along the rural area. The study segment is about 2,600 feet long and includes two school crossings. In total, five speed humps were installed along this section. The speed humps are 3.5 inches high at the center and 12 feet wide. They extend across both travel lanes between pavement edge lines. Traffic volume and speed data were collected in 15-minute increments over a consecutive 48-hour typical weekday period. After the installation of the speed humps the daily traffic volume has come down from 458 vehicles to 239 vehicles

Corridor Management Practices

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Lars Leden et al, (2006) has carried out a comparative

study on the European Road E12 through the community center of Storuman which was reconstructed 1999 and 2000. Pedestrian walkways, traffic islands, a roundabout and a two-directional cycle track along the E12 were installed. The purpose of reconstruction was to improve safety for pedestrians and bicyclists, primarily for children. And the study proves that, after the reconstruction the pedestrian and the bicycle flow has been increased and the percentage change was about 487% increase. And it has been observed that there is a change in the selection 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.

Corridor Management Practices

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Erik Alm, et al

(2007) have carried out an corridor management study in San Francisco I-880 corridor. The step by step approach of the corridor management study has been detailed briefly as three phase process and first phase consisting of identification of corridor. And the second phase consists of data collection and the performance evaluation of the network, followed by the third and the scenario phase which includes causality analysis, recommended corridor management strategies and a high level action plan. In this area the corridor management study has identified the problems as the re-occurrence of bottle necks and the causality analysis reveals that the bottleneck occurrence is due to the ramp merging and to overcome this problem they have suggested to go for operational improvements or ramp metering.

Corridor Management Practices

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Gangopahdyay et al (1999) have carried a study at

ISBT, Kashmere Gate, New Dehi and proposed the Traffic Management measures. The problems in the area is high peak hour volume and congestion, the morning peak hour has been identified for four hours and the evening peak hour for another four hours. 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 turning traffic, boundary wall relocation between Lothian Road and Boulevard Road.

Corridor Management Practices

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Geetam Tiwari etal (1999) has suggested the measures to improve

the mobility of the Delhi corridors which is considered to be the big issue of corridor management. She had identified that the bicyclists are subjecting to more fatal accidents who has the captive choice, so she has proposed the separate curb lanes for the bicyclists. This relatively small investment in bicycle lanes can increase the road space for motorized traffic by 50 percent on 3 lane roads. Bicycle lanes also 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 of selecting central bus lane and curb side bus lane, junctions, intersections planning, criteria for design of round abouts. All the possible areas which are affecting the mobility in the corridor have been addressed and suggested the geometrical modifications, for the better corridor management.

Corridor Management Practices

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Kohinoor Kar et al in the year 2009 in India has

carried out a study on the mobility issues related to Highway transportation in India. They have presented the mobility indices for nine nations which includes India, Pakistan, USA etc They suggests the use of traffic demand management techniques, which include alternate hours of travel, flexible work schedule, etc. Transportation infrastructure improvements include roadway expansions, rehabilitation, maintenance of pavements, building elevated highways and flyovers.

Summary
Performance measure by
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Sketch 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 often needed 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 characteristics o Developed to determine the benefits and impacts of major highway improvements in metropolitan areas o Cannot evaluate travel management strategies o limited capability to accurately estimate changes in operational characteristics

Summary
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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 scale transportation facilities. o Assumes that operation of one intersection or road segment is not adversely affected by conditions on the adjacent roadway Traffic Signal Optimization Tools o Designed to develop optimal signal phasing and timing plans for signal intersections or arterial streets. o Includes capacity calculation, cycle length, coordinated signaling o Used to optimize ramp metering rates for freeway ramp control

Summary
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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, Major Road way and Operation improvements, Access Management, New Facilities etc is based on the performance evaluation of the corridor

References
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Jerome L. Catbagan and Hideki Nakamura (2000)

Evaluation of Performance Measures for Two-Lane Expressways in Japan journal of transportation research board 1988. Sarah B. Medley Development of Congestion Performance Measures using ITS information a report by Virginia Transportation 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 2630.

References
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Erik Alm et.al (2007), An Integrated Methodology for

Corridor Management Planning, TRB journal, August. Dr. S. Gangopadhyay et.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 nonhomogeneous trafc , sadhana, vol. 32, part 4. Kohinoor Kar et.al (2009) An Overview of Mobility and Safety Issues Related to Highway Transportation in India ITE journal, August, pg 40-45. Nagraj Gokul, (2008), A Dissertation work on Corridor Management A Case Study of KU Jn. To MULUGU Jn. Road in Warangal city, at NIT Warangal.

References
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J Pradeep Chaitanya, (2010), A dissertation work on

Urban Corridor Management for Heterogeneous Traffic Conditions A Case study of Ameerpet to Kukatpally Corridor, 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. Kilareski and Scott S. Washburn, Wiley India Editon.

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