Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter.
Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 49
APPENDIX B
Levels of Corridor Analysis
for Statewide Corridor Planning
Once transportation corridors of significance have been identified and prioritized, various
methods of corridor analysis could be used for the statewide transportation planning process.
Some typical methods include the following, categorized by the following three levels of effort:
overview, preliminary studies, and corridor planning studies.
Level 1--Overview
The simplest and quickest level of corridor analysis is to use and analyze available data to
give a quick overview of the major state corridors. However, this method is dependent on the
maintenance and/or acquisition of appropriate data so that it will be available when needed
because this overview requires basic inventory and performance data of transportation facilities
and systems. Review, analysis, and evaluation of the following types of data and information
can help to identify problem areas and to make relative comparisons between corridors or
corridor segments:
· For highway corridors, data and analysis could include such things as traffic volumes, level
of service, crash data, pavement condition indices, adequacy ratings, and travel times. Such
data and information could be derived from existing DOT databases, field reviews, regional and
local agency or government input, and the use of analytical tools (e.g., travel demand models,
highway capacity analysis, critical rate factors for crashes, and highway user cost-benefit
analysis).
· For dedicated transit or passenger rail corridors, data and analysis could include such things
as passenger volumes; potential headways; trip frequency, transport mode (commuter rail,
light rail, busway, or people mover); vehicle passenger capacity; and calculated travel times.
Such data and information could be derived from existing databases field reviews, regional and
local agency or government input, and previously developed input from special surveys, agency
interviews, expert interviews or panels, and the use of analytical tools (e.g., transit ridership
models, cost-benefit models, and travel demand models).
· For dedicated freight corridors, data and analysis could include such things as freight volumes
by commodity; federal and state operator/driver restrictions; delivery schedules; trip frequency,
transport mode (e.g., rail, barge, or dedicated truck lanes); vehicle type and capacity; weight
restrictions; off-loading transfer station locations; off-loading transfer time; and calculated
travel times. Such data and information could be derived from existing databases; field
reviews; regional and local agency or government input; and previously developed input from
special surveys, agency interviews, expert interviews or panels, and the use of analytical tools
(e.g., REMI Model, cost-benefit models, travel demand models, and commodity code infor-
mation from private sectors).
49
OCR for page 50
50 A Guidebook for Corridor-Based Statewide Transportation Planning
Level 2--Preliminary Studies
For the initial statewide transportation planning efforts, it may not be necessary to develop
a full corridor planning study for all major corridors. Instead, a time-limited, concentrated
"programming study" could be undertaken for a large number of corridors simultaneously to
define the problem and propose a likely solution. These preliminary studies would rely on
readily available information, and they would not include extensive public involvement, agency
coordination, or environmental assessments for this statewide planning level. Instead, they
would be used to define transportation problems; develop preliminary project goals; evaluate
existing conditions (including preliminary "red flag" environmental or community concerns);
estimate future conditions; consider possible solutions to the problems; and formulate potential
capital improvements, other potential strategies, and preliminary cost estimates. If desired, the
study process could include an initial meeting with local officials, agencies, and/or stakeholders
to help with problem definition and to get early input on project purpose and need, potential
issues, project alternatives, and possible impacts.
The Kentucky Transportation Cabinet has used this approach on 44 defined "economic
development" highway corridors--using two consultants to complete all of the 44 preliminary
studies in about a year. The results of these studies were used as input to a project-based long-
range Statewide Transportation Plan and the programming process. The studies also provided
a starting point for later project development efforts.
Level 3--Corridor Planning Studies
The highest level of effort is a complete and detailed corridor planning study that would be
part of, or compatible with, the NEPA process. This Guidebook and the final research report both
present information on the steps that would be included as part of corridor planning efforts.
Such studies may eventually be needed on all high priority corridors to ensure that all issues are
properly addressed and that local officials, resource agencies, and the public have a chance to
participate in the decisionmaking process
The statewide planning process should undoubtedly use input from studies that have already
been completed for high-priority corridors. However, new studies are time consuming and
somewhat expensive, so the depth of effort may not be feasible in the timely development of a
statewide transportation plan. Instead, the statewide plan could establish policies to define study
priorities and then to use them to establish schedules and to program funding for future studies
on corridors of statewide or regional significance.
