Congestion Management Process (CMP)

Transcription

1 Congestion Management Process (CMP) Policy and Procedures Manual (February 2013 DRAFT)

2 Congestion Management Process (CMP) Policies and Procedures Manual Prepared by Pinellas County MPO 310 Court Street Clearwater, Florida Phone: (727) ; Fax: General Description: The Congestion Management Process (CMP) Policies and Procedures Manual provides an overview of Federal requirements and describes how this MPO will address them through an approach that uses performance measures and coordinates with the policies, plans and processes of State and local governments. The manual serves as a guideline for future CMP project selection and plan development. Funding for this report may have been financed in part through grant[s] from the Federal Highway Administration and Federal Transit Administration, U.S. Department of Transportation, under the State Planning and Research Program, Section 505 [or Metropolitan Planning Program, Section 104(f)] of Title 23, U.S. Code. The content of this report does not necessarily reflect the official views or policies of the U.S. Department of Transportation. In Accordance with Title VI of the Civil Rights Act of 1964 and other nondiscrimination laws, public participation is solicited without regard to race, color, national origin, age, sex, religion, disability or family status. LEP Executive Order of Title VI: Persons who require special accommodations under the Americans with Disabilities Act or persons who require translation service (free of charge) should contact the MPO.

3 TABLE OF CONTENTS Executive Summary iv Linkage with Local Governments Introduction 1 The Congestion Management Process 2 Congestion Defined by Cause and Occurrence 2 Recurring and Nonrecurring Congestion 4 Travel Time Reliability 4 Cost Benefit Analysis 4 2. Federal Requirements and Guidelines 6 3. Partnerships 7 MPO and its Advisory Committees 8 Collaborations with County and Local Governments and Agencies 10 Achieving Regional and State Coordination 11 Tools for Public Participation Achieving Integration and Coordination 16 Coordination and Integration with MPO Plans, Studies, etc. Coordination and Integration with State, Regional and Local Reports, Plans and Studies The Federally Recommended Eight Step Process 24 Step One: Develop Systemwide Objectives 25 - CMP Goal & Objectives 26 Step Two: Define the CMP Network 28 Step Three: Develop Multimodal Performance Measures 31 - When Performance Measures Are Applied 31 - Pinellas County MPO s CMP Process Model 32 - Types of Datasets Used as Performance Measures 33 - Performance Measures Applied to the LRTP 34 - Systemwide Performance Measures Based on Measurable Objectives/Policies Drawn from the LRTP Step Four: Monitor System Performance 36 Step Five: Analyze Congestion Problems and Needs 37 - SWEEP Analysis 37 - Types of Data Used in the SWEEP Analysis 39 Step Six: Identify and Assess Strategies 40 - Planning Strategies Based on SMART Objective Statements 41 - Strategy Planning with Performance Measures 42 Congestion Management Process Pinellas County Metropolitan Planning Organization Page i

4 TABLE OF CONTENTS Step Seven: Implement Strategies 43 Step Eight: Evaluate the Effectiveness of Strategies 45 - Analyzing Strategy Effectiveness 45 - Using Performance Measures in Strategy Evaluation Conclusion 47 Appendix Map: Major Road Network by Jurisdiction A-1 Map: Major Road Network: Congestion Management Process (CMP) Corridor and Hot Spot Studies A-2 Map: Intelligent Transportation Systems (ITS) Corridors A-3 Map: Pinellas County Trailways Plan A-4 Map: PSTA Transit Development Plan (FY ) A-5 Map: Major Road Network: Pinellas County Truck Route Plan with Railroad Corridor A-6 Map: CCC Regional Road Map A-7 Form: Report a Congestion Problem A-8 Status Report: Implementation of Identified Strategies CMP Corridor and Hot Spot Studies Monitoring: Congestion Management Process (CMP) Analysis of Data Presented in the State of the System Report (2010) A-9 A-11 Congestion Management Process: 2008 Methodology for Selecting and Prioritizing Candidate Segments for Study A-14 Bibliography A-15 Table of Tables Table 1: Local Governments Land Use/Growth Management Policies, Plans, etc. Table 2: Systemwide Performance Measures Based on Measurable Objectives/Policies Drawn from the 2035 LRTP Table 3: Monitoring and Reporting Data/Performance Measures and Responsible Agencies Table 4: Types of Data used in the SWEEP Analysis 39 Table 5: Demand and Supply Side Strategies and Strategy Class Table 6: Developing Strategies Based on SMART Objective Statements Table 7: Monitoring Strategy Effectiveness 45 Table 8: Strategy Classes: Examples of Potential Benefits, Strategies and Performance Measures Congestion Management Process Pinellas County Metropolitan Planning Organization Page ii

5 TABLE OF CONTENTS Table of Figures Figure1: When in the CMP are Performance Measures Applied? 31 Figure 2: Pinellas County MPO s CMP Process Model 32 Figure 3: The SWEEP Analysis Process 37 Congestion Management Process Pinellas County Metropolitan Planning Organization Page iii

6 EXECUTIVE SUMMARY EXECUTIVE SUMMARY Traffic congestion has grown substantially nationwide, and for many urban areas, roadway widening is no longer considered a viable remedy, due to a lack of available land and the high cost of right-of- way and construction. As a result, a Federal requirement for MPOs introduced in 1991 and modified in 2005, the Congestion Management Process (CMP) now requires the examination of strategies that are less costly and environmentally invasive. Examples include operational improvements, Intelligent Transportation System (ITS) technologies, growth management policies and transportation demand management strategies. To this end, Metropolitan Planning Organizations (MPOs) situated within a designated Transportation Management Area (defined as Pinellas, Pasco and Hillsborough counties) are required under 23 CFR to establish a Congestion Management Process (CMP) that takes into consideration locally identified needs and policies. This document provides an overview as to how congestion management will be addressed by the Pinellas County MPO, which has had a CMP (originally called Congestion Management System ) in place since The CMP approach encourages a single, integrated, systemwide, multimodal approach to congestion mitigation. As such, the Pinellas County MPO s CMP is not a stand-alone process, but integrates and is integrated with other plans and studies, including the MPO s Long Range Transportation Plan (LRTP) and Transportation Improvement Program (TIP), and the Florida Department of Transportation s Highway Safety Plan, to name a few. Additionally, this CMP is integrated with regional plans and programs, including the Regional CMP developed by the West Central Florida MPOs Chairs Coordinating Committee (CCC), of which Pinellas MPO is a member. Performance measures serve an important function in executing the CMP, providing alerts when a particular roadway is performing at a congested level, and establishing standards for evaluating the effectiveness of implemented strategies. Underperforming corridors/segments/hot spots may be selected for focused CMP study using the MPO s SWEEP analysis (Screen, Weight, Evaluate, Eliminate, Prioritize). This analysis includes identification of the root cause of congestion and objectives for improvement, and assignment of appropriate strategies and measures for evaluation. The MPO collects transportation system performance field data and archives crash data gathered from law enforcement reports. These data sets are combined with Federal, State and local data to create the MPO s State of the System Report, which establishes the foundation of the CMP. Project selection and monitoring of the implementation of specific CMP projects is performed by MPO staff with input from Federal, State and local governments, through MPO committees and through public involvement activities. Congestion Management Process Pinellas County Metropolitan Planning Organization Page iv

7 CHAPTER ONE: INTRODUCTION Congestion can be defined as an excess of vehicles on a portion of roadway at a particular time resulting in speeds that are slower The U.S. Department of Transportation/Federal Highway Administration studies show that congestion has grown substantially over the past 20 years in cities of every size, particularly in heavily populated areas. In the context of transportation, the term congestion implies stopped or stop-andgo traffic, slow travel speeds and prolonged travel times. Secondary effects may include motorist frustration, elevated crash frequencies, aggressive driving, delays in providing transit and emergency services, reductions in air quality due to an increase in vehicle emissions, and a diminished potential for economic growth in industries directly or indirectly dependent on the movement of people, goods, and services. The 2011 Urban Mobility Report, Texas Transportation Institute estimates that in data year (DY) 2010, congestion cost each commuter in the Tampa-St. Petersburg area 33 additional hours in delay time, or $670 per year, ranking the region as the 28 th highest cost in the nation. Truck cost, taking into account lost time in commercial vehicles and increased operating cost, is estimated at an additional $210 per truck/ per year, ranking the region as the 19 th highest cost in the nation (up from 21st in DY 2009). Traditionally, roadway expansion has been considered a primary remedy for congestion. However, in recent years, with rising costs of available land and construction, it has become increasingly apparent that communities can no longer build their way out of congestion. In response to these issues, federal requirements were introduced by the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991, and continued under the successor law, the Transportation Equity Act for the 21 st Century (TEA-21), which was advanced through the Safe Accountable, Flexible, Efficient Transportation Act: A Legacy for Users (SAFETEA-LU) 23 CFR of August, As these legislative acts evolved, the requirements that all MPOs have a Congestion Management System (CMS) also evolved, becoming the Congestion Management Process, (CMP). This change represented a revision in perspective and practice by requiring close investigation into lower cost, less aggressive strategies as primary approaches for alleviating traffic congestion, with road building or expansion reserved as a secondary strategy to be used in Congestion Management Process Pinellas County Metropolitan Planning Organization Page 1

8 CHAPTER ONE: INTRODUCTION situations where more conservative alternatives were determined to be inadequate, inappropriate or impractical. The Congestion Management Process (CMP) The Federal Highway Administration (FHWA) identifies the Congestion Management Process (CMP) as a systematic, multimodal, collaboratively developed and coordinated program that provides for the safe and effective management and operation of new and existing transportation facilities. As opposed to addressing congestion through a process aimed at identifying needs for road building or expansion solutions that can be costly and environmentally invasive - the CMP approach emphasizes the need for a broader range of lower cost strategies aimed at enhancing systemwide mobility and regional connectivity. The components of this process include: Identification of objectives Data collection and system performance monitoring Measures of performance Identification of strategies (short, medium and long range) Implementation activities, including funding and scheduling of strategies Evaluation of strategy effectiveness Collaboration with agencies and public involvement Congestion Defined by Cause and Occurrence The root causes of congestion have been identified through studies conducted by the US Department of Transportation (DOT)/Federal Highway Administration (FHWA) as: Bottlenecks Traffic experiences reduced speeds and delays on localized sections of highway where there is narrow or obstructed physical capacity. Examples may include narrowing or converging of lanes and shoulders, interchange merging, grade changes, or severe curves. Some of these - such as on and off ramps, merge areas, weave areas, lane drops, tollbooth areas, and traffic signals; or design constraints, such as curves, climbs, underpasses, or narrow or non-existent shoulders are classified as operational influenced deficiencies. As Figure 1 demonstrates, the most Congestion Management Process Pinellas County Metropolitan Planning Organization Page 2

9 CHAPTER ONE: INTRODUCTION frequent cause of congestion, nationwide, is bottlenecks (40%), followed by traffic incidents (25%). Figure 1: Causes of Congestion, Summary of a Nationwide Study Traffic Incidents Road incidents such as crashes or obstructions, breakdowns or debris on the road, cause congestion. Work Zones There is temporary traffic stoppage or slow down due to construction. Traffic Incidents, 25% Special Events/Other, 5% Poor Signal Timing, 5% Bad Weather, 15% Weather Conditions In Florida, this category typically implies heavy rain or fog. Special Events Congestion may result from temporary spikes in volume due to occurrences such as sports and cultural events, or seasonal peaks caused by events such as winter tourism or holiday mall shopping. Bottlenecks, 40% Work Zones, 10% Fluctuations in Normal Traffic Day-to-day variability results in some days with higher volumes than others due to a variety of reasons, which may result in unreliable travel times. Source: US Department of Transportation (DOT)/Federal Highway Administration (FHWA) Congestion Management Process Pinellas County Metropolitan Planning Organization Page 3

10 CHAPTER ONE: INTRODUCTION The study acknowledges that local conditions can vary widely. For example, when compared to northern locations, Pinellas County may be less likely to be affected by extreme weather conditions of longer duration, such as snow or ice. However, it may have a higher percentage of Special Events/Other than colder locations, due to seasonal tourism. It was noted that these root causes can combine to further complicate the identification of a primary cause. For example, a bottleneck can lead to a crash, and the resulting congestion may continue long after the crash has been cleared. Identifying the initial, root causes of congestion on a specific roadway may provide valuable insight into planning appropriate objectives and corrective strategies. Recurring and Nonrecurring Congestion FHWA subdivides the root causes into two categories: recurring and nonrecurring. Recurring congestion implies that the volume of vehicles consistently exceeds the capacity of the road. Two causes of recurring congestion are bottlenecks, the single most frequent cause of congestion (40%), and poor signal timing (5%). With recurring congestion, it is likely that some self-correction may occur as travelers come to anticipate delays and adjust their travel times and routes accordingly. For this reason nonrecurring congestion is considered more complicated to mitigate. It is estimated that over half of all congestion is nonrecurring. Traffic incidents, including crashes and breakdowns, are the most frequent cause of nonrecurring congestion, accounting for 25% of all road congestion. Travel Time Reliability Congestion is never the same every day on a specific roadway. Recent empirical studies suggest that travelers are interested not only in travel time savings, but also in reduction in travel time variability. The term travel time reliability applies to travelers ability to predict their travel times by including a buffer, an allowance for unanticipated delays. This capability is particularly important to commuters and freight shippers. Nonrecurring congestion is a threat for travel time reliability. Cost Benefit Analysis Due to an increasingly competitive fiscal environment, state, regional, and local transportation planning organizations around the country Congestion Management Process Pinellas County Metropolitan Planning Organization Page 4

11 CHAPTER ONE: INTRODUCTION are being asked more than ever to justify their programs and expenditures. Transportation System Management and Operations (TSM&O) programs have not escaped this scrutiny and system operators are routinely asked to rank their projects against traditional capacity expansion projects, as well as conduct other value-related exercises. Use of traditional benefit/cost analysis frameworks for assessing operations projects can face numerous challenges, including: How can new and emerging performance measures (e.g., travel time reliability) be leveraged to provide a more complete picture of the benefits of operations strategies? How can the benefits of integrating various operations strategies be captured? What are the benefits of supporting backbone infrastructure (e.g., communications, traffic management centers)? How can the life-cycle costs of operations strategies be accounted for? How can the benefits of operations strategies targeted at non-typical or non-recurring conditions be estimated? CMP planning will use the Benefit/Cost Analysis for Operations Desk Reference, produced by FHWA Office of Operation, to provide guidance on strategies to overcome these unique demands and better estimate benefits that fully capture the impacts of operations strategies. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 5

12 CHAPTER TWO: FEDERAL REQUIREMENTS AND GUIDELINES 23 CFR The transportation planning process in a TMA shall address congestion management through a process that provides for safe and effective, integrated management and operation of the multimodal transportation system, based on a cooperatively developed and implemented metropolitan -wide strategy, of new and existing transportation facilities eligible for funding under title 23 U.S.C. and title 49 U.S.C. Chapter 53 through the use of travel demand reduction and operational management i The CMP is a Federal requirement that encourages a single, integrated approach to managing congestion. Successful implementation requires the coordination and balancing of priorities at a variety of levels, i.e. among transportation modalities (roadways, transit, pedestrian and bicycle); between the MPO s CMP and its other programs and plans; and between State, regional and local governments and their implementing agencies. As noted in the CMP Guidebook, federal regulations for the CMP are not intended to be prescriptive. Instead, MPOs are encouraged to define and address congestion by taking into consideration the needs and values of their respective communities. Mitigation of congestion may not always be possible or, in some cases, even desirable. Instead, the appropriate goal should be one of defining (and periodically redefining) acceptable levels of congestion, as appropriate for a location, and setting objectives that take into consideration such factors as mobility, livability, accessibility, multimodal connectivity, economic vitality and community values. CMP requirements for Transportation Management Areas (TMAs) can be summarized as a coordinated program for monitoring and evaluating the performance of the multimodal transportation system, with the goals of: Identifying specific causes of congestion Identifying appropriate remedial strategies Evaluating the effectiveness of strategies implemented Congestion Management Process Pinellas County Metropolitan Planning Organization Page 6

13 CHAPTER THREE: PARTNERSHIPS SAFETEA-LU calls for the MPO to provide citizens, affected public agencies, representatives of transportation agencies, private providers of transportation and other interested parties with a reasonable opportunity to comment on their transportation plans and programs. SAFETEA-LU also requires MPOs to consult with affected local, regional, state and federal agencies in the course of planning and program development. Partnerships with State, County and local governments and meaningful relationships with citizens are essential ingredients for a successful transportation program that includes congestion management as one of the MPO s primary responsibilities. To this end, the MPO implements a Public Participation Plan (PPP) that is updated and evaluated regularly to remain current and relevant. The following objectives cited in the PPP also pertain to the Congestion Management Process: the region and identify how interested citizens can participate. Maximize opportunities for public participation in the transportation process. Maintain contact with interested citizens and key stakeholders throughout the process of developing MPO plans and projects. Be responsive to citizens. Involve traditionally underserved persons, including minority, lowincome and elderly citizens or those addressed by the Americans with Disabilities Act (ADA) in the development and review of transportation plans and projects. Inform and educate incoming MPO Board and advisory committee members regarding the MPO s functions, responsibilities and programs. Raise the level of understanding of the transportation planning process in The MPO partners with State, County and local governments, as well as other MPOs and agencies such as transit, the school district, etc., in planning and implementing various initiatives, including those related Congestion Management Process Pinellas County Metropolitan Planning Organization Page 7

14 CHAPTER THREE: PARTNERSHIPS to congestion management. Much of this task is accomplished through focused activities of limited duration, including informal meetings, work groups, and ad hoc committees (i.e. dissolved after completion). Additionally, the MPO participates in standing committees and long term collaborations, including some that are managed by the MPO. A. MPO and its Advisory Committees The Pinellas County MPO is governed by an 11-member board of elected officials representing municipal governments, the Pinellas County Board of County Commissioners and the Pinellas Suncoast Transit Authority (PSTA). The Florida Department of Transportation (FDOT) District 7 Secretary serves the board as a technical advisor. All meetings of the MPO and its committees are open to the public. Advisory committees provide input to the MPO to help identify and address transportation planning issues. To achieve a broad representation of ideas and perspectives, members are drawn from three categories: citizens, professionals (includes technical, social service, law enforcement, municipal agencies, private industry, etc.), and policy (includes government agencies, elected officials, etc.). MPO committees include the Citizens Advisory Committee; the Technical Coordinating Committee; the Bicycle Advisory Committee; the Pedestrian Transportation Advisory Committee; the Local Coordinating Board; the Intelligent Transportation Systems Advisory Committee; the School Transportation Safety Committee; and the Pinellas Trail Security Task Force. While each of these contributes periodically, as needed, to the CMP, primary oversight for CMP planning is assigned to the MPO s Technical Coordinating Committee (TCC) and the Intelligent Transportation Systems (ITS) Committee. Technical Coordinating Committee - The TCC assists the MPO by reviewing transportation plans and programs and making recommendations based on technical adequacy; by participating in the TIP prioritization process; and by ensuring that recommended CMP strategies are consistent with local plans and initiatives. Additionally, the TCC plays a key role in the CMP by participating with the ITS Committee in project selection, and by providing updates and reviewing tracking reports on the implementation of CMP projects. Members are mostly planners and engineers, representing local governments, the Pinellas Suncoast Transit Congestion Management Process Pinellas County Metropolitan Planning Organization Page 8

15 CHAPTER THREE: PARTNERSHIPS Authority (PSTA), the Pinellas Planning Council (PPC), the Tampa Bay Regional Planning Council (TBRPC), the Tampa Bay Area Regional Transportation Authority (TBARTA), the Florida Department of Transportation (FDOT), the St. Petersburg- Clearwater International Airport, and the Pinellas County School Board. Intelligent Transportation Systems Advisory Committee As a policy committee, the ITS Committee provides valuable assistance to the MPO through its participation in ITS planning and CMP project selection. Members include transportation planners, engineers, elected officials and representatives from a variety of transportation-related specialties including traffic management, emergency management, law enforcement, transit, communications, tourism, and interested citizens. School Transportation Safety Committee The STSC participates in developing transportation initiatives aimed at mitigating congestion in areas surrounding schools and promoting safety for all students, including bicyclists, walkers, school bus riders and vehicle passengers/motorists. Members represent the School Board, the Board of County Commissioners, local municipalities and citizens. Citizens Advisory Committee The CAC meets monthly to evaluate, raise awareness, and recommend strategies concerning a wide variety of transportation related issues, including congestion. Members represent a geographic cross section of the community, and include the elderly and handicapped. The CAC also provides input on TIP funding priorities and the development of the LRTP. Bicycle Advisory Committee and the Pedestrian Transportation Advisory Committee The BAC and the PTAC support the CMP by promoting safety and accommodations for their respective transportation modalities. A primary responsibility is the production of the MPO Bicycle and Pedestrian Master Plan, which furthers the goals and objectives of the LRTP. The committees are made up of private citizens, representatives from state, county and municipal governments, law enforcement officials and other interested agencies. Pinellas Trail Security Task Force The PTSTF monitors and addresses safety issues specifically related to the Pinellas Trail. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 9

16 CHAPTER THREE: PARTNERSHIPS Local Coordinating Board The LCB provides information, advice and direction to the Transportation Disadvantaged (TD) Program, ensuring that the needs of economically and physically disadvantaged citizens of Pinellas County are integrated into the overall transportation planning process. B. Collaborations With County and Local Governments and Agencies In the performance of its daily responsibilities, the MPO regularly partners with local agencies and governments in planning their programs and strategies that are designed to mitigate congestion and to promote livable communities. Partnerships are achieved through the participation of Pinellas County and local governments on the MPO s Board and committees, which have been previously described. Additionally, the MPO participates in numerous planning activities hosted by County and local governments and serves on many of their advisory committees. Partnerships in the context of congestion management frequently occur with the MPO and the Pinellas County Department of Environment and Infrastructure. The MPO also collaborates with local governments on concurrency policies, mobility fee plan/fee initiatives, etc. Such collaborations occur between the MPO and individual governments, and through groups such as the Barrier Islands Governmental Council ( BIG-C ) which represents beach communities and barrier islands. Examples of issues of shared concern include the impact of congestion on community development (and vice-versa), and roadway, pedestrian and bicycle facilities and safety initiatives. Pinellas Suncoast Transit Authority PSTA provides bus service, including express routes, to 21 of 24 municipalities. A PSTA Board representative serves on the MPO, and there is often considerable overlap between the MPO and PSTA Boards. In addition to bus service, PSTA provides special services to low income persons and to those who qualify as disabled through the Americans with Disabilities Act (ADA). PSTA is advised by its Transit Advisory Committee (TAC), with membership that includes mostly bus riders. PSTA, the MPO, the Tampa Bay Area Regional Transportation Authority (TBARTA), and the Florida Department of Transportation (FDOT) work cooperatively to plan premium transit for the region, including bus and rail services, and to identify local opportunities for transit oriented development. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 10

17 CHAPTER THREE: PARTNERSHIPS Pinellas County School System As the provider of public education in Pinellas County, the school system has an interest in supporting safe and efficient transportation in areas surrounding schools for walkers, bicyclists, bus riders, motorists and their passengers. To this end, the MPO and the school system partner through the School Transportation Safety Committee. Pinellas Planning Council The PPC provides a forum for representatives of the county s 24 cities and towns, the unincorporated area, and the Pinellas County School Board. The council addresses land use issues through a Countywide Plan to ensure consistent development standards, with concern for community character. Countywide Rules contained in a separate document provide guidelines for development. The PPC and the MPO partner in various planning efforts that impact congestion, and the PPC provides representation on some MPO committees. Currently the MPO is working with PPC to integrate the policy boards and staff in order to expand and enhance the planning potential of both agencies. C. Achieving Regional and State Coordination Regional coordination is assumed to apply to the greater Tampa Bay area, which includes the counties of the Transportation Management Area (Pinellas, Pasco and Hillsborough) as well as Citrus and Hernando counties. Together, these five counties make up FDOT s District 7. Additionally, FDOT District 1 counties of Polk, Manatee and Sarasota are also considered part of the region. Organizations that participate with the MPO in achieving regional coordination include: Florida Department of Transportation The MPO and FDOT District 7 are partners in numerous local, regional and statewide initiatives. As previously mentioned, FDOT s District 7 Secretary participates in MPO Board meetings as a technical advisor, and FDOT representatives routinely attend meetings of MPO committees and those of other agencies that are also attended by MPO staff, such as the CCC. FDOT committees that involve the MPO as members include: the Technical Review Team (TRT); the Traffic Incident Management (TIM) committee; the Community Traffic Safety Team that meets Congestion Management Process Pinellas County Metropolitan Planning Organization Page 11

18 CHAPTER THREE: PARTNERSHIPS in Pinellas County; the Tampa Bay Applications Group; and the Regional Goods Movement Advisory Committee. Additionally, these groups provide opportunities for the MPO to share information and perspectives with other agencies, such as law enforcement, transit, emergency management, county and local governments, economic development groups and the trucking industry. FDOT also partners with the MPO on transit, through the Project Advisory Committee for the Alternatives Analysis. (See Locally Preferred Alternative, Chapter Four.) Other MPOs Where congested roadways cross county borders, Pinellas County MPO will work with the neighboring MPO individually and through the Chairs Coordinating Committee, where appropriate, to resolve inconsistencies among policies and plans (CMP, growth management, etc.) and to coordinate priorities and corrective strategies. West Central Florida MPOs Chairs Coordinating Committee Established by Florida Statute , the CCC provides regional coordination for transportation programs, including congestion management. Membership is composed of chairpersons or their designees representing Hernando MPO, Hillsborough MPO, Pasco MPO, Pinellas MPO, Polk TPO and Sarasota/Manatee MPO. The chair from the Citrus TPO (created pursuant to 163 F.S.) also attends as a member, and while not yet federally designated as an MPO, Citrus has met the population density to be designated. FDOT Secretaries (District 1 and District 7), Florida's Turnpike Authority, four Regional Planning Councils, and the Tampa Bay Area Regional Transportation Authority (TBARTA) are represented on the CCC in a non-voting, advisory capacity. Among the CCC s responsibilities is the development and coordination of the Regional Congestion Management Process and the Transportation Regional Incentive Program (TRIP). Additionally, members of this MPO s Citizens Advisory Committee represent their county as members of the CCC s Joint Citizens Advisory Committee. MPO staff participates in bi-weekly Directors Meetings and meetings of the Regional Multi-Use Trails Committee and the Regional GIS Committee (REGIS), as well as ad hoc committees and work groups. As a subset of the CCC, Pinellas County is assigned to a Transportation Management Area (TMA) that is established by Congestion Management Process Pinellas County Metropolitan Planning Organization Page 12

19 CHAPTER THREE: PARTNERSHIPS Federal law, based on urban area boundaries and population. The TMA also includes the counties of Hillsborough and Pasco. West Central Florida Air Quality Coordinating Committee Air quality (smog) is heavily affected by automobile emissions, and is therefore considered to be directly related to congestion. When the airshed that includes Pinellas and Hillsborough counties fell below Federal air quality standards, an ad hoc coalition of local governments, planning councils, MPOs and private industry representatives was assembled to plan corrective strategies. The group will likely be reassembled should the air quality fall below standard again, and the framework has already been developed. Tampa Bay Area Regional Transportation Authority In response to rapid development and resulting congestion, the Florida State Legislature established TBARTA to develop and implement a Regional Transportation Master Plan for the seven-county West Central Florida region consisting of Citrus, Hernando, Hillsborough, Manatee, Pasco, Pinellas and Sarasota. The CCC is represented on the TBARTA Board, and MPO staff participates in workgroups, including the Transit Management Committee and the Land Use Working Group, which assists interested communities throughout the Tampa Bay Region to achieve a better understanding and prepare for transit oriented development. TBARTA Commuter Services operates the multi-county transportation demand management (TDM) program, which works with individuals and employers to support commuters through rideshare, vanpool, and schoolpool programs. The TBARTA School Pool Program (SPP) is a pilot program currently being offered to parents at selected elementary, middle and high schools in Hillsborough and Pinellas counties. TBARTA uses a computerized database to connect parents who are seeking carpool arrangements for taking their children to school. TBARTA is represented on the MPO s Citizens Advisory Committee and the Technical Coordinating Committee. Tampa Bay Regional Planning Council The MPO partners with the TBRPC through membership in the CCC and through support for community visioning and strategic planning initiatives, including Telework Tampa Bay. The MPO also participates as a member of the Florida MPOAC, described as follows: Congestion Management Process Pinellas County Metropolitan Planning Organization Page 13

20 CHAPTER THREE: PARTNERSHIPS Florida Metropolitan Planning Organization Advisory Council The MPOAC provides a forum for discussion of Federal and State requirements for CMPs, and also facilitates statewide training programs for MPO staff. The Pinellas MPO participates as a member of the MPOAC governing board and as a member of the Staff Directors Advisory Committee. The Policy and Technical Subcommittee annually prepares legislative policy positions and develops initiatives to be advanced during Florida's legislative session. Tools for Public Participation As detailed in the Public Participation Plan, the MPO uses a wide variety of media to provide information about its programs and to collect input from citizens. Stakeholder Groups, Public Hearings and Workshops The MPO conducts forums, public hearings and workshops in conjunction with corridor studies. Community level forums are conducted at transportation accessible locations that comply with standards set by the Americans with Disabilities Act. All hearings and workshops are publicized and considerable efforts are made to connect with potential stakeholders by specifically targeting community associations, libraries, neighborhood newspapers, etc. Opportunities are also provided to individuals who can t attend through web surveys and by providing other alternatives for MPO contact. MPO Website Visitors to the site can read and download this CMP document and other MPO planning documents and publications, including reports on previous corridor studies, and State of the System and Level of Service reports. A web link makes it possible for citizens to report congestion problems and recommend strategies. A copy of the form used to report congestion problems can be found in the Appendix. Social Media The MPO began utilizing social media tools such as Facebook, Twitter and YouTube in 2011 to provide updates and to collect citizen feedback, including comments about congestion and safety. Printed Materials The MPO develops printed materials such as brochures, flyers, comment forms, press releases and newsletters for distribution to citizens at the MPO office and other facilities Congestion Management Process Pinellas County Metropolitan Planning Organization Page 14

21 CHAPTER THREE: PARTNERSHIPS including the County Courthouse and libraries. Events such as workshops, conferences or public forums provide additional opportunities for distributing materials and answering questions. Included in these publications are instructions concerning how to contact the MPO to submit questions or comments. Government Access Channel All MPO meetings are televised on the government access channel, Pinellas County Connection Television (PCC-TV). Additionally, an online web archive is provided to permit citizens to instantly access web videos by agenda topic, including those related to congestion management. Surveys The MPO utilizes surveys as its primary means of evaluating public opinion concerning its planning activities and programs and to assess the public s level of awareness and understanding of them. Surveys are typically distributed at public events, workshops, libraries and at the MPO office. They are also posted on the MPO website where respondents can complete and submit them electronically. A general transportation survey form is utilized to collect input on LRTP issues and topics. A public awareness survey form was developed in 2010 to assess citizen awareness and understanding of the MPO s functions and responsibilities. Speakers Bureau The MPO receives requests for speakers directly from community groups and via requests submitted through the Pinellas County Communications Department. Groups that request speakers include local chapters of Rotary and Kiwanis clubs, Chambers of Commerce, and neighborhood associations. Congestion management issues are among the topics most frequently requested by groups or presented as questions during an engagement. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 15

22 CHAPTER FOUR: ACHIEVING INTEGRATION AND COORDINATION Florida Statute, A local government that has all or part of its jurisdiction included within the metropolitan planning area of a metropolitan planning organization (M.P.O.) pursuant to s shall prepare and adopt a transportation element consistent with this subsection. The element shall be coordinated with the plans and programs of any applicable metropolitan planning organization, transportation authority, Florida Transportation Plan, and Department of Transportation adopted work program. The Pinellas County MPO has had a Congestion Management Process (formerly called a Congestion Management System) in place since September, The process was modified in 2008 to reflect SAFETEA- LU requirements. Congestion Management Process: A Guidebook, was published by the U.S. Department of Transportation/ Federal Highway Administration in 2009, and modified in The process used by this MPO is compatible with the guidebook. Pinellas County MPO s CMP is intended to be dynamic in that it is subject to ongoing reevaluation and adjustment; comprehensive in that it is both multimodal and systemwide in its analysis and strategies; fiscally conservative in that costly improvements are considered only after less expensive alternatives have been determined to be inappropriate, inadequate or impractical; cooperative in that it actively seeks participation from stakeholders; and coordinated with MPO, local, and regional plans, studies, reports and processes. Coordination and Integration with MPO Plans, Studies, etc. Long Range Transportation Plan (LRTP) As the basis for the MPO s planning programs and activities, the LRTP provides a systemwide, broad-based approach that defines the goals, objectives and policies to guide transportation planning over the next 25 years. The 2035 LRTP cites as its primary, systemwide goal: (To) Provide for a safe, secure and energy efficient multi-modal and intermodal transportation system that serves the Congestion Management Process Pinellas County Metropolitan Planning Organization Page 16

23 CHAPTER FOUR: ACHIEVING INTEGRATION AND COORDINATION transportation needs of Pinellas County while enhancing the quality of life for its citizens. The Pinellas County MPO s LRTP provides: A definition of the multi-modal transportation network; Systemwide goals and objectives, standards and performance measures for the efficient and safe operation of the transportation network: A needs assessment relating to future demographic and economic viability trends and needs, including transit and goods movement; Identification of the concepts and values that provide the underpinning of transportation planning, such as livable communities, air quality, environmental protection, and environmental justice; Coordination with the Regional LRTP, as developed by the West Central Florida MPOs Chairs Coordinating Committee (CCC). The LRTP is typically updated in five year intervals. In 2009, the MPO approved an update that includes a Safety Element and identifies target areas such as: aggressive driving; intersection crashes; vulnerable user s crashes and lane departure crashes. These targets will be tracked on an annual basis to monitor the success for reduction. The Environmental Justice (EJ) analysis for the Pinellas County MPO is included in the LRTP. The EJ builds on Title VI of the Civil Rights Act of 1964, which is designed to ensure nondiscrimination in Federal programs. The analysis uses maps and summary data to address how low income and minority populations are benefitting from the transportation projects being proposed. Cost estimates, funding strategies and revenue sources for transportation projects, including those derived from the CMP; State of the System Report (SOS) The MPO s bi-annual State of the System Report (SOS) serves as a foundation for the CMP, using Congestion Management Process Pinellas County Metropolitan Planning Organization Page 17

24 CHAPTER FOUR: ACHIEVING INTEGRATION AND COORDINATION data drawn from the MPO s Transportation Planning Inventory (TPI), the MPO s Crash Data Management System (CDMS), and other sources. The SOS provides an inventory of the transportation network, including roads, trails, sidewalks, bicycle lanes and transit. Trends analyzed include demographic; vehicle miles and hours traveled segmented by planning sector; congested miles segmented by planning sector; duration of congestion hours for SIS/Non-SIS roadways; crash frequencies; multimodal usage; ozone readings, etc. The SOS also reports on the current status of strategies identified through previous CMP studies, and provides data used in the preliminary screening phase for the CMP priority list. Goods Movement A concern for the efficiency and safety of goods movement is routinely interwoven through a variety of MPO initiatives and programs. The State of the System Report identifies truck route and rail lines and provides data to alert the MPO to problem areas for congestion and crashes. Stakeholder interviews also provide information. Goods movement is an element used in the MPO s SWEEP analysis (Chapter 5), and is addressed through the Locally Preferred Alternative (LPA). CMP Corridor, Hot Spot Studies, Safety Studies, etc. CMP analysis may indicate a need for a study of a specific corridor, segment or hot spot to be initiated by the MPO or by State or local governments. The purpose of the study is to identify the conditions that may be contributing to congestion and crashes, and to identify corrective strategies, some of which may require MPO approval and prioritization for funding. Following this study, progress reports tracking the implementation of strategies are submitted to the Intelligent Transportation Systems (ITS) Committee and to the Technical Coordinating Committee (TCC). The process is described in detail later in this document. (See Congestion Management Process (CMP): Corridors and Hot Spots Map in the Appendix of this document.) Transportation Improvement Program (TIP) CMP strategies requiring funding are programmed in the TIP. As a federally required document, the TIP provides detailed project descriptions for scheduled transportation improvements (State, County and Municipal projects), including: Location and limits (to/from) of all scheduled projects, including CMP and multimodal projects; Congestion Management Process Pinellas County Metropolitan Planning Organization Page 18

25 CHAPTER FOUR: ACHIEVING INTEGRATION AND COORDINATION Identification of improvements (i.e. road construction, ITS implementation, transit, repaving, etc.): Information concerning the cost, funding source and timeline for completion assigned to each project. The TIP also serves as background to be reviewed for CMP prioritization and implementation. For example, a location that is congested may not receive a CMP priority status if it is already scheduled for capacity improvements. Likewise, resurfacing projects identified in the TIP may provide additional opportunities for enhancements such as sidewalks and bicycle lanes at congested locations. Constrained and Deficient roads; Operating conditions, graded on six levels: A (best) through F (failing). The Level of Service Report and the MPO Crash Facts Report are used as input to the biennial State of the System Report, MPO Crash Facts Report Issued biannually and used as input to the biennial State of the System Report, this report provides governments and the private sector with information and statistics for use in safety planning and prioritization projects. Data are drawn from law enforcement reports. Level of Service Report (LOS) The MPO monitors over two thousand lane miles, including major freeways, signalized arterials, signalized collectors and non-signalized major collectors (State, County and local). Using vtimas software, the MPO provides and annual inventory on the performance of these roadways, which is used by the CMP to identify: Volume to capacity ratios and AADT; Countywide Bicycle and Pedestrian Master Plan The purpose of this MPO document is to further the goals, objectives, and policies of the Long Range Transportation Plan (LRTP) as it pertains to bicycle and pedestrian planning. The primary components of the plan are the Trailways Plan, the Bicycle Lane Provisions, and the Sidewalk Inventory. The document also includes livable community information, regional trail connections, and incorporates a 4 E s approach to safety (engineering, enforcement, Congestion Management Process Pinellas County Metropolitan Planning Organization Page 19

26 CHAPTER FOUR: ACHIEVING INTEGRATION AND COORDINATION education, and encouragement through community and agency partnerships). The most recent edition will include a report and analysis of crash data and trends affecting bicycling and pedestrian activity in the County, facility design issues, safety policies and education, and law enforcement measures. Pedestrian Safety Action Plan (PSAP) Developed in partnership with the Florida Department of Transportation (FDOT), the PSAP identifies strategies and policy initiatives aimed at improving pedestrian safety in the County. Long Range Advanced Traffic Management System/Intelligent Transportation Systems (ATMS/ITS) Master Plan (2006) and Intelligent Transportation Systems/ Advanced Traffic Management System Implementation Plan (2009) ITS/ATMS is a valuable strategy for addressing congestion management in Pinellas County. These documents define the ITS architecture and provide detailed information concerning planned implementation of ATMS technology on specific segments, coordinated with the Tampa Bay Regional ITS Architecture. Coordination and Integration with State, Regional and Local Reports, Plans and Studies The CMP is coordinated with a broad spectrum of state, regional and local plans and studies, including but not limited to: Tampa Bay Regional ITS Architecture provides a roadmap for integrating the transportation systems in the Tampa Bay/FDOT District 7 region, which includes Citrus, Hernando, Hillsborough, Pasco and Pinellas counties, for a 20 year period. Developed through a cooperative effort by the region's transportation agencies, it represents a shared vision of how agencies' systems will work together, sharing information and resources, to provide a safer, more efficient, and more effective transportation system. Highway Safety Improvement Program Crash reduction is an important strategy for reducing congestion. Section 1401 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (Public Law ) amended Section 148 of Title 23, United States Code, created a new Highway Safety Improvement Program (HSIP) as one of the Federal Highway Administration's "core" programs. The purpose of the HSIP is to reduce traffic fatalities and serious injuries on public roads. As Congestion Management Process Pinellas County Metropolitan Planning Organization Page 20

27 CHAPTER FOUR: ACHIEVING INTEGRATION AND COORDINATION part of the new HSIP, states are required to submit an annual report describing not less than 5 percent of their highway locations exhibiting the most severe safety needs. This list is revised periodically and updates are routinely addressed through the CMP priority list, which supports locals in their pursuit of safety funds. Regional Congestion Management Process The Pinellas County CMP is coordinated with the Regional CMP that is the product of the Chairs Coordinating Committee (CCC), the regional transportation planning organization that represents the MPOs of Hernando, Hillsborough, Manatee, Pasco, Pinellas, and Sarasota counties, and the TPOs of Polk and Citrus counties. The CMP also coordinates with the CCC s Regional Long Range Transportation Plan (CMP), the West Central Florida Multi Use Trails Plan (WCFMUT), and the Transportation Regional Incentive Program (TRIP). and promote and protect the quality of life in Pinellas County. The adopted LPA reflects Transit Oriented Development policies and will connect the county s three, major activity centers: Downtown Clearwater, Downtown St. Petersburg and Greater Gateway. Pinellas County Land Development Code (LDC) The LDC contains regulations that govern how land is developed in the unincorporated areas of Pinellas County. It addresses everything from zoning, site development, the natural environment and stormwater management, to parking, sidewalks, landscaping and energy efficiency. The goal is to improve the condition of the county s built-out environment and to plan for a sustainable future, addressing enhancements that make it easier to walk, bicycle and use transit. Linkage with Local Governments Locally Preferred Alternative (LPA) Based on the results of an Alternatives Analysis, the LPA identifies an alignment for a regionally interconnected transportation system that features premium transit and light rail. Such options attract transit ridership, alleviate congestion, encourage economic development Under Florida s growth management laws, local governments are required to adopt policies and programs to address the impacts of development on transportation and other infrastructure. In Pinellas County, with its twenty-five local governments, the MPO plays a Congestion Management Process Pinellas County Metropolitan Planning Organization Page 21

28 CHAPTER FOUR: ACHIEVING INTEGRATION AND COORDINATION major role in coordinating the local governments response to these state mandated requirements. Specific initiatives include: Technical Support in Developing Transportation Concurrency Programs/Policies State law allows local governments to develop concurrency management programs/polices tied to local land use and roadway operating conditions. Since the inception of transportation concurrency in the mid-eighties, the MPO has worked with the local governments in Pinellas County to develop consistent methodologies for assessing roadway level of service and a coordinated approach to determining developer mitigation options. The MPO developed a model proportionate share ordinance for use by local governments, which requires developers to contribute to the transportation system improvements necessary to accommodate the development. In 2010, state law was amended to allow local areas to develop Mobility Plans as a replacement for transportation concurrency. Multimodal Mobility Plan At the request of local governments, the MPO is leading the effort to develop a countywide multimodal Mobility Plan coordinated with the MPOs Long Range Transportation Plan. The vision for the Mobility Plan also overlaps with the goals and objectives of the CMP in that both seek to identify low cost operational improvements, transit service enhancements and expansion of facilities for bicyclists and pedestrians. The Mobility Plan will also provide a mechanism for developers to contribute funds to help mitigate congestion issues. Countywide Access Management Standards The MPO developed and coordinates the application of access management standards on county roads. The MPO also works with FDOT to ensure consistent application of access management standards on state roads. The MPO works with local and state traffic operations engineers to assess access needs, including the need for signalization and median openings on major roads to serve adjacent businesses. Through this process, the MPO seeks to balance roadway operations, and safety with the access needs of businesses. Technical Support for Countywide Transportation Impact Fee Pinellas County imposes a countywide transportation impact fee on all new development and redevelopment that is expected to generate additional vehicle trips on the adjacent roadway system. The impact fee is imposed pursuant to a county ordinance that is Congestion Management Process Pinellas County Metropolitan Planning Organization Page 22

29 CHAPTER FOUR: ACHIEVING INTEGRATION AND COORDINATION also administered within the twenty-four cities by municipal officials. Funds generated by the impact fee ordinance are used for improvements such as intersections operations, bus pull-out bays, sidewalks, trails, etc., consistent with the MPO s Livable Communities and Congestion Management Process initiatives. Coordination of Transportation and Land Use Plans The MPO has a number of strategies in place to better integrate transportation and land use plans. Through its planning for premium transit service in the county, the MPO is working with local governments to develop comprehensive plan policies for Transit Oriented Development (TOD). Several local governments including Pinellas County and its largest cities have adopted TOD policies. Others are utilizing policies developed by the Pinellas Planning Council, the agency charged with implementing the countywide future land use plan. Efforts are also underway to integrate the MPO s Long Range Transportation Plan with the PPC s Countywide Land Use Plan. The integration of the two plans will ensure the transportation system is responsive to the future land use plans and provides the facilities and services needed to meet economic development and growth management needs. Table 1 outlines the types of plans, policies and emphasis areas that are applied by some or all local governments in Pinellas County. Table 1 Local Governments Land Use/Growth Management Policies, Plans, etc. Programs Concurrency Management 1 Proportionate Fair Share Ordinance Access Management Transportation Impact Fees Land Use Policies Transit Oriented Development 2 Special Area Plans 3 Transportation Concurrency Exception Area (TCEA) Scenic Corridor Affordable Housing with Density Bonus Emphasis Areas for Site Plan/Concurrency Management 4 Transit Stop Accommodation Bicycle Facilities 5 Sidewalks Governments have: All All All All Some Some Some Some Some Some Some Some 1. In 1989 Concurrency Management was required by law: (3), (6), (8), (9), (10), (11), FS. It was amended in 1994, and repealed in 2011 by Section 72, Chapter Currently, the MPO is assisting local governments in developing plans for TOD. 3. Pursuant to the Countywide Plan Rules, Special Area Plans address community redevelopment areas, downtown/central business districts, activity centers, and areas designated planned redevelopment. 4. This category implies that local governments stress the elements either through site plan requirements or through negotiations with developers. 5. Bicycle facilities include trails, bike lanes, and special accommodations for securing bicycles at public places. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 23

30 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS The Eight Step Process: Step One: Step Two: Develop Systemwide Objectives. Define the Network. Step Three: Develop Multimodal Performance Measures. Step Four: Step Five: Step Six: Monitor System Performance. Analyze Congestion Problems and Needs. Identify and Assess Strategies. Step Seven: Program and Implement Strategies. Step Eight: Evaluate the Effectiveness of Strategies. Congestion Management Process: A Guidebook, published by the U.S. Department of Transportation/Federal Highway Administration in 2009 and modified in 2011 It should be noted that this CMP document is not intended to serve as a congestion management plan. Instead, it describes an approach or foundation to be applied to the development of future plans, from project selection to implementation and monitoring. Congestion Management Process: A Guidebook, published by the U.S. Department of Transportation/Federal Highway Administration in 2009 and modified in 2011 provides an eight step process to assist MPOs in setting up a Congestion Management Process (CMP). These steps are compatible with the process historically used by the MPO. The guidelines were intended to be adapted to meet the unique conditions and requirements of MPOs and their respective communities. Chapter Five will explain how the steps are applied by this MPO. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 24

31 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Definitions: Goal A long-term, broad-based, general statement of intention. Objective An intended outcome (systemwide or site specific) that represents a step or an approach to reaching a goal. Objectives may be expressed broadly, (i.e. improve system reliability), or expanded through the application of SMART concepts (specific, measurable, agreed upon, realistic, time-bound) for additional definition and commitment. Systemwide Pertains to the transportation network as addressed by the Pinellas County MPO, which includes Pinellas County and 24 local governments. Regional Pertains to the following counties: Citrus, Hernando, Hillsborough, Manatee, Pasco, Pinellas, Polk and Sarasota, Community values The shared ideas or concepts that contribute to the quality of life, or that are commonly regarded as essential to the character, aesthetics or operation of a community or neighborhood. Environmental Impact The National Environmental Policy Act (NEPA) of 1969 requires that all federally funded projects be made with consideration of the impact to the natural and human environment. The MPO extends this consideration to all of its planned improvements. Economic Justice EJ is based on Title VI of the Civil Rights Act of 1964, which is designed to ensure nondiscrimination in Federal programs, including transportation. EJ analysis addresses how low income and minority populations are benefitting or are adversely affected by transportation projects. Transit ( mass transit ) Refers to public transportation by bus, rail, trolley, etc. In this county, the transit system is operated by the Pinellas Suncoast Transit Authority (PSTA). Step One: Develop Systemwide Objectives Systemwide congestion management goals are interwoven throughout the Goals, Objectives and Policies (GOPs) section of the MPO s Long Range Transportation Plan. The following page provides the CMP goal, with objectives drawn from the LRTP 2035 Goals, Objectives and Policies. (The numbers in parenthesis following each objective are provided as a reference, indicating the corresponding LRTP objective.) Congestion Management Process Pinellas County Metropolitan Planning Organization Page 25

32 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS CMP Goals and Objectives CMP Goal: The MPO will implement cost effective strategies to mitigate traffic congestion through a coordinated process aimed at maximizing mobility, using strategies that enhance efficiency, safety and access for the movement of people and goods. CMP Objective 1: The major road network shall operate at acceptable levels of service (LOS) in accordance with Florida Department of Transportation (FDOT) policy and LOS standards established in locally-adopted comprehensive plans. (LRTP-1.1, 1.2) CMP Objective 2: The MPO will produce congestion mitigation plans that provide cost-effective strategies as alternatives to road building and expansion wherever possible and practical. (LRTP- 1.2, 1.8) CMP Objective 3: The MPO will schedule improvements that require funding in the MPO Five Year Transportation Improvement Program (TIP) and the LRTP. (LRTP-1.2, 4.1) CMP Objective 4: The MPO will maintain a coordinated, systemwide program of data collection to analyze road performance and crash incidence and to monitor the effectiveness of implemented strategies. (LRTP 1.8, 4.2) CMP Objective 5: The CMP will balance congestion mitigation needs with those of safety, environmental impact, economic vitality and community values. (LRTP-1.1, 1.3, 1.9, 3.1 CMP Objective 6: The CMP will facilitate partnerships with governments, law enforcement and public safety agencies and the private sector for the purpose of supporting congestion mitigation and safety initiatives. (LRTP-1.6, 1.10, 2.3, 2.5) CMP Objective 7: The CMP will facilitate partnerships with governments and other planning agencies for the purpose of ensuring compatibility with local policies and livable community initiatives. (LRTP-1.1, 2.1) CMP Objective 8: The CMP will support the expansion and enhancement of pedestrian and bicycle facilities. (LRTP-1.3, 2.2, 2.3, 2.4, 2.6) CMP Objective 9: The CMP will support the expansion and enhancement of the public transit system. ((LRTP , 1.5) Congestion Management Process Pinellas County Metropolitan Planning Organization Page 26

33 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS CMP Objective 10: The CMP will support the implementation of advanced transportation and communication technologies such as Intelligent Transportation Systems. (LRTP-1.6) CMP Objective 11: The CMP will support the safe and efficient movement of goods. (LRTP-3.1) CMP Objective 12: The CMP will support the implementation of strategies that provide travel choices and alternatives to the single occupancy vehicle (SOV). (LRTP-1.7) CMP Objective 13: The CMP will provide opportunities for public and committee review and comment. (LRTP-5.1, 5.2) CMP Objective 14: The CMP will support the principles of economic justice (EJ), as addressed in the Long Range Transportation Plan, in its strategy planning. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 27

34 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Definitions: The major road network includes: Freeways Multilane, divided highways with at least two lanes of traffic in each direction Arterials Roadways (excluding freeways) serving thru traffic with average signal spacing of 2 miles or less Step Two: Define the CMP Network This CMP applies to the geographic area addressed by the Pinellas County Metropolitan Planning Organization, an area that covers approximately 280 square miles and involves 25 local governments (see Appendix: Major Road Network). County borders are: Pasco County (north), the Gulf of Mexico (west), Tampa Bay and Hillsborough County (east), and the Sunshine Skyway Bridge (south). All of this area corresponds to the Pinellas County ITS Architecture. Collectors Roadways providing access and traffic circulation with residential and industrial areas Segments Single sections of a roadway, operationally defined Corridors Multiple, contiguous segments, operationally defined Hot Spots Individual points or intersections on a roadway identified through CMP study as severely congested Regional Transportation Network Roadways, trailways and transit routes designated as regionally significant by the West Central Florida Chairs Coordinating Committee (CCC). Local governments include Pinellas County and 24 municipalities, which include Belleair, Belleair Beach, Belleair Bluffs, Belleair Shore, Clearwater, Dunedin, Gulfport, Indian Rocks Beach, Indian Shores, Kenneth City, Largo, Madeira Beach, North Redington Beach, Oldsmar, Pinellas Park, Redington Beach, Redington Shores, Safety Harbor, St. Pete Beach, St. Petersburg, Seminole, South Pasadena, Tarpon Springs and Treasure Island. The MPO partners with State, County and local governments and transportation related agencies, providing planning support and monitoring for slightly less than 1,000 centerline miles of functionally classified roadway (the major road network ). This network includes Congestion Management Process Pinellas County Metropolitan Planning Organization Page 28

35 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS freeway and toll roads, arterials and collectors, and some local roads. Functionally classified residential streets are excluded. Strategic Intermodal System (SIS) roadways comprise slightly less than 10% of these miles. In Pinellas County, the State and Federal roadways are managed by the Florida Department of Transportation (FDOT). Pinellas County Government maintains all county roads and local roads in unincorporated areas. With the exception of St. Petersburg, the remaining local roads are maintained by their respective governments, with their signal systems controlled by Pinellas County. Sidewalks and bicycle lanes are maintained by the government responsible for the adjacent roadway. Pinellas County operates the Intelligent Transportation Systems/Advanced Traffic Management System (ITS/ATMS) program, under interlocal agreement with cities, an arrangement that does not include the City of St. Petersburg, which controls its own signal system. (Refer to the Appendix, ITS Corridors Map in the Appendix.) Pinellas County maintains the Pinellas Trail and the Progress Energy Trail countywide. Local governments construct and maintain trails within their respective boundaries. (Refer to the Appendix, Pinellas Trailways Plan map.) Most of the county is served by one transit system, the Pinellas Suncoast Transit Authority, which also operates its own transportation technologies, including ITS applications. Cities not served by PSTA include St. Pete Beach, Treasure Island, Belleair Bluffs, Belleair Shore, and Kenneth City. (St. Pete Beach and Treasure Island receive service from PSTA via a special contract.) Routes are subject to periodic change and update, as determined by ridership numbers, etc. (Refer to the Appendix, Transit Development Plan map.) Pinellas has a Countywide Truck Route Plan regulating the movement of trucks in all unincorporated areas, which complies with the Florida Statutes and Title 49 of the Code of Federal Regulations and the Florida Department of Transportation s Truckers Manual. Developed by the MPO in coordination with local governments, the plan is designed to serve as a routing guide for use by heavy truck vehicles primarily involving long distance travel, linking freight activity centers, and imposing restrictions on routes, time of the day and hazardous materials movement. In general, the cities of St. Petersburg, Clearwater, Dunedin, Largo and Pinellas Park mirror the Pinellas Congestion Management Process Pinellas County Metropolitan Planning Organization Page 29

36 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS County Code, Chapter 122, Article III, with minor exceptions. Performance of roads that serve as truck routes are included in the major road network, and as a result, are routinely monitored for congestion and safety. including goods movement facilities, against those of other regions(see Appendix: CCC Regional Road Map). CSX operates the freight rail system, classified as light density lines. Due to the low volume and infrequent usage daily, this modality does not have a significant impact on congestion. (Refer the Appendix: Pinellas County Truck Route Plan with Railroad Corridor map.) Rideshare, schoolpool and vanpool services in Pinellas County are managed by the Tampa Bay Area Regional Transportation Authority (TBARTA). (Refer to Chapter Three: Partnerships for additional information.) Additionally, as a member of the West Central Florida MPO Chairs Coordinating Committee (CCC), the Pinellas County MPO participates with six other MPOs in coordinating transportation programs in a region that includes Citrus (TPO), Hernando, Pasco, Hillsborough, Polk, Sarasota and Manatee counties. Their responsibility includes planning and developing regional performance measures to gauge the performance of the region s 5, centerline miles of roads, Congestion Management Process Pinellas County Metropolitan Planning Organization Page 30

37 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Definitions: Multimodal Includes all modes of transportation, including automobile, transit, pedestrian, bicycle. Performance measures The use of data and other evidence to determine progress toward specifically defined, organizational objectives. This includes both quantitative evidence (statistical data such as the measurement of travel times) and qualitative evidence (such as the measurement of customer satisfaction, collected citizen comments, etc.). For the purpose of this report, reference will be made to two types of performance measures: - Systemwide Performance Measures assess the overall multimodal availability, safety and efficiency of the transportation network, identifying locations where congestion is a problem. Step Three: Develop Multimodal Performance Measures When Performance Measures are Applied Performance measures are applied throughout the Congestion Management Process, specifically at the points illustrated by the diagram below. During systemwide screening, performance measures are used to determine if the transportation system is performing efficiently and where deficiencies are occurring. During strategy planning, performance measures identify problems and facilitate the selection of appropriate objectives and strategies (such as crash reduction strategies). Following the implementation of strategies, performance measures help to determine if the strategy has met its preset objectives or requires adjustment. Figure 1: When in the CMP Are Performance Measures Applied? 1. Systemwide Screening 2. Strategy Planning 3. Strategy Evaluation Note that in the diagram above, the highlighted box represents the phase being discussed in this chapter. - Site Specific Performance Measures are used to determine if an implemented strategy has been successful in meeting its predefined objective. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 31

38 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS The following flow chart shows how performance measures fit into the MPO s CMP process model. Figure 2: Pinellas County MPO s CMP Process Model 1. Monitoring the roadways is an ongoing, systemwide, self-renewing process that provides the data for the State of the System Report (SOS). 2. Systemwide performance measures identify congested segments and evaluate the effectiveness of implemented strategies. 3. Segments that have been identified as congested go through a SWEEP analysis to filter out those that can benefit from advanced CMP study. (See SWEEP, Chapter 5/Step 5) 4. Focused CMP studies investigate causes of congestion and identify objectives for improvement, corrective strategies and related performance measures. 5. CMP strategies are programmed in the TIP and/or LRTP for funding, or are addressed through other corrective measures. 6. Strategies are implemented and monitored to determine effectiveness. The process is self renewing. 2.State of the System Report (SOS) Not Congested 1. Ongoing Systemwide Monitoring Performance Measures Applied Systemwide No Focused Study Congested 3. Ranking and Prioritization (SWEEP) 5. Strategies Programmed (TIP, LRTP) 6. Strategies implemented Focused Study Occurs 4. Site Specific Objectives/Strategies Identified Site Specific Performance Measures Applied Congestion Management Process Pinellas County Metropolitan Planning Organization Page 32

39 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Types of Datasets Used for Performance Measures Datasets commonly applied to CMP performance measures include: Roadway Performance Data The MPO routinely performs field studies and data gathering activities to monitor roadways for the purpose of obtaining data on the systemwide performance of the transportation network. This activity is intended to identify the location of a congestion problem, or the measures of effectiveness of an implemented strategy. Data collected is supplemented by data submitted from the Florida Department of Transportation, from Pinellas County, and from some local governments. Results are published in MPO reports, specifically including the annual Level of Service Report and biannual State of the System Report. Performance measures generated include vehicle miles of travel and hours of travel, volume to capacity ratios, miles over capacity, level of service, and duration of congestion. Technologies, including those related to Intelligent Transportation Systems (ITS), are generating increasingly precise data, and advancements such as Bluetooth, GPS and other vehicle onboard technologies hold even greater promise for expanding the list of available performance measures. Data relating to corridor and hot spot study locations receive additional review and analysis to assess current performance and to track the implementation status of CMP strategies. These reports are submitted to the TCC and ITS Committee, assigned to oversee the CMP, for review as they become available. (See Appendix Status Report: Implementation of Recommendations CMP.) In addition to roadway data, other data classes used by the MPO for the CMP include: Multimodal Data Pinellas Suncoast Transit Authority (PSTA) provides statistics on ridership annually, as well as periodic data on on-time studies. The MPO s State of the System Report includes accessibility and usage data on trails, sidewalks and bike lanes, as submitted by the County and local governments. Safety Data The MPO s Crash Data Management System (CDMS) archives crash reports, as submitted by local law enforcement agencies. Data can be segmented according to date, location, and Congestion Management Process Pinellas County Metropolitan Planning Organization Page 33

40 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS by characteristics including aggressive driving, intersection crashes, vulnerable road users, and lane departure crashes. Additionally, data drawn from the Highway Safety Improvement Program (HSIP) 5% report is reviewed and integrated into CMP planning when a review of crash data is performed. Other Types of Quantitative Data The CMP approach requires the design of strategies that are responsive to the needs of the citizens of Pinellas County. To this end, the U.S. Census Bureau provides a valuable resource for demographic data. Data related to congestion or safety is also collected from other agencies, such as tourism data. Qualitative Data Chapter Three of this document on (Partnerships) explains how the MPO works with committees, governments, organizations, the general public and individuals to obtain qualitative input, such as perceptions of need and community values, ideas for suggestions for improvement, as well as satisfaction with existing CMP programs and initiatives. Performance Measures Applied to the LRTP Systemwide multimodal performance measures are suggested by LRTP Goals and Objectives and Policies. Examples of systemwide performance measures that have been used are presented in the table on the following page. It should be noted that Goals, Objectives and corresponding performance measures are subject to revision as the LRTP and other transportation reports are updated and as new performance measures become available due to improved technologies. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 34

41 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Table 2 Systemwide Performance Measures Based on Measurable Objectives/Policies Drawn from the 2035 LRTP LRTP Reference Objective: The major road network shall operate at acceptable levels of service (LOS) in accordance with FDOT policy and LOS standards Policy: The MPO shall continue to prepare and adopt the annual Level of Service Report to identify operating conditions on the county s major roads, including level-of-service (LOS) grades and volume-to-capacity (v/c) ratios 1.7 Objective: Reduce traffic congestion and positively impact air quality by decreasing the use of single occupant vehicles (SOV) Policy: The MPO shall work with local governments, transportation demand management (TDM) agencies and FDOT to develop vehicle trip (VT) reduction and vehicle miles of travel (VMT) reduction goals. 1.4 Objective: Mass transit use shall be encouraged and promoted in order to increase ridership while reducing the number of single occupant vehicles on the county s roadways and as a primary means of travel for the transportation disadvantaged population Policy: The MPO shall work with transportation agencies and local governments to encourage all members of the public to use public transportation and/or other forms of ridesharing (i.e., carpool and vanpool) whenever possible Policy: The MPO shall work with the local governments, FDOT and law enforcement agencies to identify high crash locations in order to initiate the necessary improvements on the affected roadways and/or intersections Policy: The MPO shall assist the FDOT and its safety partners in their goal as stated in the statewide Florida Strategic Highway Safety Plan, to improve the safety of Florida s surface transportation system by achieving a five percent annual reduction in the rate of fatalities and serious injuries beginning in Potential Measure LOS, AADT, V/C, VT & VMT Ridership numbers, transit routes, on-time data Crash data, percentage, reduction of crashes including those targeting categories identified in the Appendix of the LRTP Policy: The MPO shall encourage FDOT and local governments to include dedicated bicycle lanes and sidewalks in roadway improvement or resurfacing projects Policy: The MPO shall encourage sidewalk construction from school sites to surrounding neighborhoods Policy: The MPO shall encourage the installation of bicycle lanes along roadways throughout Pinellas County to ensure the safety of bicyclists as they travel to and from their destinations. Sidewalk, and bicycle lane miles Policy: The MPO shall, in coordination with the FHWA, the FDOT, and local agencies, develop and coordinate the implementation of a Pedestrian Safety Action Plan for Pinellas County. 1. The numbers at the left represent the number of the corresponding Goal or Objective, as listed in the LRTP 2. The LRTP identifies Safety Element Target Areas as: aggressive driving; intersection crashes; vulnerable road users (bicyclists, motorcycles, and pedestrians); and lane departure PSAP, number of implemented strategies Policy: The MPO shall identify roadways suitable for truck movements in the LRTP. Truck Route Map Policy: The MPO shall assist and support the efforts of Tampa Bay Area Regional Transit Authority (TBARTA) to implement and achieve the goals of its LRTP Policy: The MPO shall work with the business community to more accurately determine their transportation service and facility needs and will work with the various implementing agencies and service providers such as PSTA and TBARTA to respond to those needs. TDM enrollment data, transit data Policy: The MPO shall continue to support state and local efforts designed to reduce the adverse impacts of vehicle greenhouse emissions. Ozone levels Policy: Needed improvements to roadways with a high number of crashes shall be appropriately prioritized in the development and scheduling of projects included Included in the TIP in the TIP Policy: The MPO shall engage in a public outreach program that would facilitate community interest and involvement in trail facilities to ensure the maximum benefit to the community, their continued upkeep, and security interests. Surveys, committee and event attendance data Congestion Management Process Pinellas County Metropolitan Planning Organization Page 35

42 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Step Four: Monitor System Performance The table below shows the types of data used for monitoring systemwide performance and the agencies responsible for contributing to the systemwide screening. Table 3 Monitoring and Reporting Data/Performance Measures and Responsible Agencies Type of Data Monitoring Agency Notes Roadway Performance (AADT, DOC, V/C, VMT, VHT, etc.) Inventory of road lane miles, existing lanes, constrained lanes, etc. MPO, FDOT MPO, FDOT Field data collected on an ongoing basis. Analyzed annually for the Level of Service Report, bi-annually for the State of the System Report, and periodically as needed for CMP updates to the TCC and ITS Committees. Field data collection is ongoing for MPO. Inventory of regional roads, SIS/Non-SIS & trails Inventory of bike lanes, sidewalks, trail network MPO, CCC, FDOT, TBARTA MPO and local governments Updated on an ongoing basis with revisions as needed by the Chairs Coordinating Committee with FDOT. MPO coordinates data for the LRTP and SOS. County maintains data for Pinellas Trail/Progress Energy Trail. Status of current construction projects MPO, FDOT, Pinellas County & cities FDOT, County and local governments submit; MPO tracks and posts on the public website. Status of planned projects MPO, FDOT MPO produces the TIP in conjunction with FDOT, County and local governments. Inventory of ITS/ATMS implementation MPO Implementation status is submitted by FDOT, Pinellas County, and local governments. The MPO ITS map and update table is updated annually and submitted to the ITS Committee for review and approval. Data drawn from ITS studies (travel time, etc.) Pinellas County Pinellas County submits reports periodically to the TCC and ITS Committee as data become available. Crash Data MPO Crash Data Management System Crash reports from law enforcement agencies are submitted through Florida Department of Highway Safety and Motor (CDMS) Vehicles. Bus routes, on time studies, ridership data, time PSTA updates their maps as changes occur. Reports are issued annually. Analysis is included in the biannual SOS PSTA studies, etc. Report. Inventory of truck routes MPO The MPO coordinates routes with local governments and FDOT, and maintains Truck Route Maps. Inventory of red light camera installations Municipalities report to MPO Online Red Light Camera Map on the MPO website is updated as installations occur. CSX Railroad Corridors and Stops CSX Goods movement map is adjusted as CSX changes occur. School locations, school bus routes Pinellas County Schools MPO s School Transportation Safety Committee (STSC) Locations of fire stations and hospitals Pinellas County/local governments Local Governments and County submit updates as needed. Hurricane evacuation routes Pinellas County Emergency Management and Tampa Bay Regional Planning Council Routes are designated and Evacuation Plan is adjusted annually as needed. Environmental Justice U.S. Census, MPO (under Federal law) EJ supports protection from environmental hazard and discrimination due to race, national origin or income. Qualitative data MPO Obtained through interagency coordination, committee input and public involvement activities. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 36

43 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Step Five: Analyze Congestion Problems and Needs Executing the Congestion Management Process requires a periodic review of data to identify and prioritize congested corridors, segments and/or hot spots that can benefit from CMP study and strategy implementation. The five-step review used by this MPO is described as a SWEEP analysis. S W E creen State of the System data to suggest which segments may be experiencing severe congestion, based on roadway performance. eigh road performance data and crash data for selected segments to achieve a single, combined score (rank) for each. valuate segments with the highest combined scores, with additional consideration for community values, economic development needs, improvements already scheduled in the TIP, etc. (See Table 3.) E P liminate locations that do not meet established criteria, are already programmed for improvement in the TIP, etc. rioritize remaining locations for programming in the TIP or LRTP, or for implementation by local governments. Figure 3: The SWEEP Analysis Process Model Screen Weigh Evaluate Eliminate Prioritize Note: The SWEEP analysis reduces the number of congested locations for the purpose of identifying those most appropriate for a CMP approach. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 37

44 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS The SWEEP provides a tool for filtering congested segments that can specifically benefit from a CMP approach. The value of the SWEEP is based on its ability to integrate both quantitative (statistical) and qualitative (narrative) data in its analysis. The table on the following page provides examples of the data used in the SWEEP process and the sources. Step one in the SWEEP (Screen) uses preliminary roadway performance data to suggest where traffic flow may be impeded. (See Monitoring: Congestion Management Process (CMP) in the Appendix.) The second step (Weigh) considers additional field(s) of data, permitting some flexibility. For example, in 2008 roadway performance was weighted as maximum 60 points; crash frequency weighted at maximum 40 points yielding a combined maximum score of 100 points maximum per single segment. Segments were then ranked according to their combined score. and volume to capacity ratio (V/C). Also, crash rates were substituted as performance measures for crash frequencies. (See Appendix, Congestion Management Process, 2008 Methodology for Selecting & Prioritizing Candidate Segments for Study) The remaining three steps (Evaluate, Eliminate and Prioritize) combine qualitative and quantitative data, including institutional knowledge of the MPO Board and staff, local governments, and the TCC and ITS committee, for decisions such as: define an acceptable level of congestion, (Note that the term acceptable level of congestion is segment specific. For example, on Alt. 19 some communities have chosen to accept slower speeds in downtown areas in order to enhance pedestrian safety and support local businesses.) In 2008 the performance measures used were hours of congestion (60% duration of congestion + 40% crash frequency) for roadways, and crash frequency. However, in 2011, the 60/40 ratio (congestion/crash) was obtained by averaging two measures: DOC Congestion Management Process Pinellas County Metropolitan Planning Organization Page 38

45 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS The following table illustrates how performance measures apply to project selection during the SWEEP analysis and examples of the types of performance measures used. Table 4 Types of Data Used in the SWEEP Analysis Criteria Purpose Data Used as Performance Measures 1 Data Sources Roadway Performance 2 Safety 2 Funding Status Value to the Community Value to the Transportation System Multimodal Availability Intelligent Transportation Systems Identify where congestion is occurring, severity, and prognosis for future congestion level. Identify segments that have disproportionate number of crashes, resulting in nonrecurring congestion Eliminate CMP candidates already scheduled for short term improvements; identify segments scheduled for repaving, which may provide opportunities for additional enhancements. Ensure that candidate projects and strategies are compatible with local values and visions, (includes livable communities, Environmental Justice (EJ), economic development, historic value, etc.) Assess the significance of /impact on the entire transportation network, including the regional network. Promote and support usage of alternative modalities. Identify where ITS is already operational, where scheduled, and its effectiveness. 1. The above performance measures are provided as examples and should not be considered a complete or exclusive list. 2. Roadway Performance and Safety are quantitative measures used in the preliminary ranking of CMP candidate roadways. Duration of congestion (DOC); volume to capacity ratio (V/C); modeling data Level of Service Report (LOS) Crash frequencies or rates (including types and causes of crashes); citations issued for safety related issues such as red light running, etc. Funding and implementation schedules Content analysis of local plans and programs; surveys; qualitative data obtained through individual and committee or group input Designation as an activity center, Strategic Intermodal System (SIS), regional road, truck route, evacuation route, economic development or tourism site, etc. Travel time and ridership data; sidewalk, crosswalk, trail and bicycle lane coverage and usage data Tentative schedules for ITS implementation; ITS travel time reduction and other followup studies MPO s Transportation Planning Inventory (TPI) Database; State of the System Report; Level of Service Report; Long Range Transportation Plan MPO s CDMS database; FDHSMV crash database; content analysis of various safety studies and reports, including FDOT 5% Requirement; law enforcement data Transportation Improvement Program (TIP) and Long Range Transportation Plan (LRTP), reports from local governments Local governments comprehensive plans, etc; public involvement activities; MPO s Technical Coordinating Committee, Intelligent Transportation Committee and Citizens Advisory Committee; Community Traffic Safety Team; citizen comments Goods Movement Study (Freight Hot Spots); Truck Route designations; Long Range Transportation Plan; State of the System Report; emergency plans; MPO technical committees input State of the System Report; Transit Plans; MPO s TPI Database; Pinellas County database; National Transit Database; PSTA Database; Transit route maps; FDOT and local government reports State of the System Report; Transportation Improvement Program; periodic ITS Reports from FDOT, Pinellas County; ITS/ATMS Master Plan Congestion Management Process Pinellas County Metropolitan Planning Organization Page 39

46 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Step Six: Identify and Assess Strategies Definitions: Supply side management strategies address the system s existing capacity by improving the efficiency for all modes. Demand side management strategies lessen the traveler demand on the transportation system by reducing the use of single occupancy vehicles, increasing public transport, and providing information and opportunities that enable travelers to choose between modes, routes, time of day, or by eliminating the need to travel at all. In previous decades, the processes for addressing congestion appeared to be a direct path from problem to solution. Due to a comparatively limited menu of strategies, this approach all too frequently ended in road building or expansion. However, in recent years the lack of available land and high cost of right-of- way has caused cities worldwide to expand their lists of strategies to include a broad menu of less costly alternatives. Demand Management Study Group, investigated the congestion management strategies used by major cities in developed countries. Their findings, accepted by FHWA, were that congestion is worldwide and can no longer be remedied by using strategies totally focused on expanding the infrastructure. A major outcome of the study was a system for classifying congestion related strategies, which were assigned to two major categories: demand side strategies and supply side strategies. Additional classes were established, which were useful in expanding the menu of lower cost strategies, many of which were not traditionally considered as primary congestion management strategies. Definitions of categories and strategy classes are provided in the table on the following page and later in Step 8. In 1992, an expert international panel, the Organization for Economic Co-operation and Development (OECD) Congestion Control and Congestion Management Process Pinellas County Metropolitan Planning Organization Page 40

47 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Table 5 Demand and Supply Side Strategies and Strategy Class Demand Side Strategy Class Land Use and Zoning Communication Substitutes Traveler Information Services Economic Incentives/Disincentives Administrative Measures Traffic Operations Measures Preferential Treatment Supply Side Public Transport Operations Freight Operations Strategy Classes above were established by the Organisation for Economic Co-operation and Development (OECD), as reported by the U.S. Department of Transportation/Federal Highway Administration Planning Strategies Based on SMART Objective Statements Increasing emphasis is being placed on the need for strategies that are linked to performance based objectives, expressed succinctly in a statement. Initially, an objective statement may be simple, such as: Reduce hours of congestion. But by applying the SMART acronym from the Federal CMP guidelines (specific, measurable, agreed, realistic, time-bound), an expanded statement may be, Reduce hours of congestion by 15% on Z Avenue between A Street and C Street by year This refinement provides greater detail as to what is to be expected of a successful strategy. Table 6 Developing Strategies Based on SMART Objective Statements Question Sample Response What is the location of the congestion? What is the cause of the congestion? What strategy(s) can address this cause? What is the objective of this strategy expressed as a measure? What performance measures should be used? When should results be expected? What agency will implement the strategy? What are the benefits and the disadvantages of this strategy? What will this strategy cost? (Compare to alternative strategies, if there are any.) Segment on Z Ave between A St and C St Delays N/E bound. No left turn storage to B St. Bottleneck where roadway constricted due to large trees. Pedestrians not visible due to hedges. Sidewalk gaps. High crashes including bike/ped. Adjust signal timing, remove 3 trees to provide bike lane, sidewalk and intersection improvements, Trim hedges for visibility, refurbish ped crosswalks and provide ped signals. (Long term, add lane.) Reduce hours of congestion by 15%. Reduce ped crashes by 50%. Duration of congestion & crash data Review in three years Short term - local government Benefit: Improved segment would reduce delay & crashes, relieve some congestion on adjacent roadway. Disadvantages: Neighborhood has strongly objected in the past to the removal of oak trees. Local government will provide much of short term improvements. Long term construction cost to be determined. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 41

48 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS The table on the previous page is designed as a tool for developing strategies based on SMART objective statements. When comparing candidate strategies, these nine questions can be useful for identifying the candidate with greater potential. reduce congested hours by 15% by year 2035, then one of the performance measures would logically be duration of congestion. Strategy Planning with Performance Measures 1. Systemwide Screening 2. Strategy Planning 3. Strategy Evaluation Note: The above diagram shows where performance measures are considered in the CMP. The highlighted box represents the phase being discussed below. In addition to considering SMART objectives during the strategy planning process, performance measures should be established at that time as tools for determining if the strategies, when implemented, have met their intended objectives. Examples of strategies and performance measures are included in Step 8. From the broad menu of potential performance measures, the goal is to select the most appropriate measure for the specific objective and the strategy. For example, if one of the CMP SMART objectives is to Congestion Management Process Pinellas County Metropolitan Planning Organization Page 42

49 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Step Seven: The Transportation Improvement Program Implement Strategies (TIP) includes locally funded projects as depicted in local government As previously noted, comprehensive plans and will be used in the CMP approach LRTP updates as required by the State. emphasizes the need to consider a broad menu Improvements listed in the TIP are of low cost consistent with MPO priorities and the improvements as FDOT Work Program. primary strategies, reducing the need for, or the cost of, more expensive improvements wherever possible and practical. The agency that bears the cost of such projects is typically the State, County or local government responsible for maintaining the roadway. Some CMP improvements may require relatively little expense to implement, such as adding signage or trimming hedges to improve visibility and limit crashes at intersections. For projects such as bicycle or sidewalk enhancements, opportunities may become available at a reduced cost when added to the implementation of TIP resurfacing projects, for example. More costly improvements, such as adding turn lanes, may require additional funding through the TIP and the LRTP. The TIP selection process is a collaborative effort between the Pinellas County MPO, the Florida Department of Transportation (FDOT), Pinellas Suncoast Transit Authority (PSTA), Pinellas County Government, and various municipalities within the urbanized area. The TIP prioritization process includes consideration for the following: Levels of traffic congestion - Roads operating at peak hour level of service (LOS) E or F; roads with high volume to capacity ratios; and roads identified through the Congestion Management Process; Safety - Frequency and type of crashes that occur along a particular corridor or intersection, with particular emphasis on school access needs; Impact on Strategic Intermodal System (SIS) Facility improvements necessary to improve the operations of the Strategic Intermodal System (SIS); Congestion Management Process Pinellas County Metropolitan Planning Organization Page 43

50 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Emergency evacuation Improvements needed on roads that expedite the process of hurricane evacuation are specifically identified; Long term, higher cost improvements may be scheduled for funding through the Long Range Transportation Plan. Connectivity/consistency with Regional Long Range Transportation Plan; Intermodal access Access to airports or seaports, transit terminals) is another criterion; Environmental impact Includes natural and cultural environment; Goods movement Accommodation for freight-carrying vehicles, such as heavy trucks and cargo planes in the transportation of goods; Access to major trip generator or activity center The extent to which a transportation improvement would improve access to destination points that attract a high level of traffic activity (e.g., airport, regional shopping center, major employment center, etc.). Congestion Management Process Pinellas County Metropolitan Planning Organization Page 44

51 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS Table 7 Monitoring Strategy Effectiveness Step Task Who does it? 1. Produce a SMART objective statement MPO Staff and Committees* 2. Design strategies and identify related performance measures 3. Implement strategies Collect data and apply performance measures Produce and/or distribute various reports for staff and committee Evaluate the effectiveness of the strategy in fulfilling the objective statement MPO Staff and Committees* Appropriate implementing agency (State/County/ local governments, and other organizations, as appropriate to strategy) MPO and/or implementing agency Staff submits to committees* and implementing agency Implementing agency, staff and TCC/ITS Committee, with possible input from other MPO Committees 7. Revise strategy, if necessary Implementing agency *While the TCC and ITS Committee are the primary advisors for the CMP, other committees may also be asked to contribute input. Step Eight: Evaluate the Effectiveness of Strategies: CMP studies of a single location typically produce multiple strategies, some of which can be implemented immediately by local governments at minimal cost, and others that require funding through the TIP or the LRTP, a process that can span several years until implementation. To avoid the potential that some strategies will be dropped unintentionally, the MPO provides tracking reports to the TCC that are updated at monthly meetings as changes occur. (Refer to Status Report: Implementation of Recommendations CMP Corridor and Hot Spot Studies in the Appendix of this document.) Analyzing Strategy Effectiveness Congested locations that have been selected and addressed through the Congestion Management Process are specifically analyzed using sitespecific performance measures to determine if strategies are meeting the standards presented in SMART objectives. This process is reported to the TCC and the ITS Committees. Strategies that don t meet objectives may be determined to need additional study or adjustment. This process is represented in the table at left. Using Performance Measures in Strategy Evaluation Performance measures are used to evaluate whether strategies are successful in progressing towards an objective. 1. Systemwide Screening 2. Strategy Planning 3. Strategy Evaluation Note: The above diagram shows where performance measures are considered in the CMP. The highlighted box represents the phase being discussed below. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 45

52 CHAPTER FIVE: THE FEDERALLY RECOMMENDED EIGHT STEPS The table below shows strategy classes, examples of strategies, and potential performance measures. Table 8 Strategy Classes: Examples of Potential Benefits, Strategies and Performance Measures Strategy Class 1 Benefits Examples of Strategies 2 Performance Measures Land use and zoning Communication Substitutes Increases transit, bicycle and walk trips, reduces traffic volumes and crashes Mixed use development, infill and densification programs, transit and pedestrian oriented development, curb cut and driveway restrictions, minimal setbacks for shrubbery, etc., on-street parking and standing restrictions VMT, DOC, bus ridership, average travel time, person miles traveled, effectiveness in implementing transit oriented development policies. Eliminates need for travel Telecommuting, teleconferencing, teleshopping Employer data, telework data collected by TBARTA, TBRPC. Traveler Information Services Reduces travel time and improves flow by providing route choice Pretrip travel information including web and portable, onboard vehicle devices, highway advisory radio (HAR), dynamic message signs (DMS), bus route schedules, road maps, transit maps, advanced road signage, public safety programs Public access data, web usage counts, distribution data, public awareness and satisfaction surveys, FDOT s usage data Economic Measures Administrative Measures Traffic Operations Measures Preferential Treatment Public Transport Operations Decreases road usage through cost incentives and disincentives Reduces peak hour volume by providing choices in modes, and time of travel (Travel Demand Management - TDM) Improves the efficiency and safety of travel and clearance times Reduces volume by providing multimodal improvements and other incentives to avoid the use of single occupancy vehicles (SOV) Increases ridership by enhancing availabiity and attractiveness of public transit Transit and rideshare financinal incentives, gasoline tax, peak hour surcharges, employer cash-out programs for not using parking, congestion pricing, parking pricing, transit discount passes, transit off-peak fares, gasoline tax Employer sponsored carpool and vanpool, schoolpool, Safe Routes to School, alternative work schedules ATMS, signalization and other safety measures; retiming of traffic control devices, lane modifications/access management, entrance ramp controls, one-way pairs and superstreets, reversible lanes, interchange modifications, frontage roads, median controls, Incident management, traffic management during construction, signage in advance of intersection Bicycle and pedestrian policies and enhancements (safety and accessibility, priority signalization for pedestrians and buses, auto restricted zones i.e. High Occupancy Vehicles (HOV) and High Occupancy Toll (HOT) lanes, premium parking for HOVs Premium bus, express bus, commuter rail, expanded transit routes and schedules; Park and Ride facilities, reduced fares, access to real time arrival information, intermodal, Bikes-on-Bus programs, VMT, DOC, bus ridership and trail usage VMT, DOC, bus ridership, enrollment in alternative commute programs DOC, VMT. V/C ratios, travel time studies, buffer time studies, crash frequency/rate, incident duration, miles congested, percent miles congested, public satisfaction surveys, ITS data Trail usage data, trail/bicycle lane/sidewalk miles, carpool/vanpool/ schoolpool data Ridership data, passenger satisfaction surveys, coverage data frequency and span of service data, percentage of buses more than 5 minutes off schedule, avg. headway, passenger miles Freight Operations Supports economic development by reducing travel times for freight Truck route planning, CSX planning, (Same as traffic operations measures), trip time studies and satisfaction surveys of freight transporters, number of rail system breakdowns and clearance times 1. Strategy Classes are drawn from those established by the Organization for Economic Co-operation and Development (OECD). 2. Strategies are intended as examples only. Potential strategies are not limited to those above, and some may be included in more than one strategy class. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 46

53 CHAPTER SIX: CONCLUSION Traffic congestion has grown substantially as a nationwide and local problem. While population growth in this county is not expected to resume the steep climb experienced during previous decades, it is likely that growth will continue at a modest rate. As a result, congestion will continue to be an issue for this county and its local governments, and will likely become even more problematic for much of the eight county region that includes Citrus, Hernando, Hillsborough, Manatee, Pasco, Pinellas, Polk and Sarasota counties, where population is expected increase more significantly. This MPO and its local and regional partners have already taken preliminary steps to support this shift, as reflected in the Long Range Transportation Plan, which provides a systemwide approach for improving the overall safety, connectivity, efficiency and accessibility of the transportation network. This poster depicting a crowded bus was part of a nationwide public education campaign aimed at changing the travel habits of the American public. Treating the problem of congestion in this county, the first in Florida to reach build-out, will continue to require a broad menu of strategies. While these strategies will be less costly than road expansion, financial investment will continue to be needed. Finding ways to pay for and/or maintain transportation facilities and services will continue to be a challenge for the future. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 47

54 CHAPTER SIX: CONCLUSION Compounding this challenge, gasoline taxes are likely to diminish significantly as a source of revenue as new automotive technologies increase fuel efficiency and if strategies to reduce dependence on personal automobiles are successful. Additionally, with Concurrency Management no longer a requirement, local governments may have to weigh the value of existing ordinances that require developers to contribute to raising the performance on Level of Service substandard roadways prior to construction. The root cause of congestion too many cars on the road at the same time may become less problematic in the future if gasoline prices continue to climb and people limit their travel due to high cost. However, this would not be good news to most people. It is impossible to ignore that there is a strong, cultural preference for the personal automobile nationwide and here in Pinellas County. Changing people s travel preferences and habits convincing them to rely less on the personal automobile and more on transit, bicycle or carpool, or to consider if the trip can be avoided or planned better in the first place - may be even more challenging for transportation planners than finding funds for improvements. Public education programs will likely play an increasingly important role in achieving such a paradigm shift. Historically, this is not the first time this nation has faced the task of making people reconsider their travel preferences, or their need to travel at all. For example, during WWII patriotism and support for the war effort provided strong incentives. Recently, in cities around the world, successful campaigns have been implemented to reduce congestion involving incentives such as dedicated lanes, preferential parking for high occupancy vehicles, work-at-home programs, flexible work shifts, congestion pricing, etc. The approach outlined in this document stresses the need for a dynamic CMP that permits flexibility and requires continual reexamination and periodic revision to adapt to current demographic, economic, technical, regional and environmental challenges. To this end, monitoring the system will continue to be a priority for this MPO and its partners, as will the exploration of new technologies, growth management and land use policies, multimodal improvements and other initiatives that support mobility while providing alternatives to the single occupant vehicle (SOV). The Congestion Management Process (CMP) will play an increasingly important role in how this county and the entire region grows, particularly if light rail transit or an expanded bus system is to be implemented in the future, as anticipated. Such an event would likely Congestion Management Process Pinellas County Metropolitan Planning Organization Page 48

55 CHAPTER SIX: CONCLUSION require considerable integration with the CMP. In the meantime, the CMP will continue to serve as an approach for addressing congestion through planning that emphasizes the use of a diverse menu of costeffective, multi-modal transportation alternatives. Congestion Management Process Pinellas County Metropolitan Planning Organization Page 49

56 APPENDIX Note: The maps and documents included in this Appendix are subject to periodic update and revision. Resources for maps include: the MPO Long Range Transportation Plan, the MPO State of the System Report, the MPO Goods Movement Plan, the MPO Level of Service Report, the Chairs Coordinating Committee Regional Long Range Transportation Plan, the Pinellas Suncoast Transit Authority route map. MAPS Major Road Network by Jurisdiction Major Road Network: Congestion Management Process (CMP) Corridor and Hot Spot Studies Intelligent Transportation Systems (ITS) Corridors Pinellas County Trailways Plan PSTA Transit Development Plan FY 2012 FY 2021 Major Road Network: Pinellas County Truck Route Plan with Railroad Corridor CCC Regional Road Map Analysis/Reports Report a Congestion Problem Status Report: Implementation of Identified Strategies CMP Corridor and Hot Spot Studies Monitoring: Congestion Management Process (CMP) Analysis of Data Presented in the State of the System Report (2010) Congestion Management Process (CMP) 2008 Methodology for Selecting & Prioritizing Candidate Segments for Study Bibliography Congestion Management Process Pinellas County Metropolitan Planning Organization Appendix

57 APPENDIX Pinellas County Metropolitan Planning Organization Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-1

58 APPENDIX Pinellas County Metropolitan Planning Organization Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-2

59 APPENDIX Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-3

60 APPENDIX Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-4

61 APPENDIX Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-5

62 APPENDIX Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-6

63 APPENDIX Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-7

64 APPENDIX Report a Congestion Problem Thank you for taking the time to submit this form. We welcome citizen comments to help identify where congestion exists and the type of improvements needed in our county. I. To report a congestion problem on a roadway, please complete the following: 1. Description of congested area: 2. Location (Examples: vicinity of, at the intersection of and, from to. ) 3. (Optional) What time of day, what day of week, what event, etc. 4. (Optional) What do you believe is the cause of congestion at this location? 5. (Optional) What do you believe could be done to alleviate congestion at this location? II. Please read the following statement and rank your responses to it by placing a check ( ) in the appropriate box: Given that road expansion is no longer possible in most cases, due to lack of available land and its high cost, I support the following strategies for managing congestion Strongly disagree Mildly disagree Mildly agree Strongly agree No opinion 1. Upgrade bus service, expand routes, etc. 2. Build a commuter rail system 3. Expand the trail system for pedestrians and bicyclists 4. Add more bicycle lanes to roads 5. Clear crashes more efficiently 6. Improve the signal system (traffic lights) 7. Charge developers an impact fee 8. Enact local policies to regulate development 9. Encourage carpooling 10. Other (describe below or on back.) Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-8

65 APPENDIX Status Report: Implementation of Identified Strategies - CMP Corridor and Hot Spot Studies Study Limits ALT US HWY 19 Lakeview RD to Pasco County Line 22nd AVE N Park ST to Dr. M.L.King Jr. ST 54th AVE S 28th ST S to 41st ST S McMullen-Booth RD Gulf-to-Bay BLVD to Tampa RD East Lake RD Tarpon Woods BLVD to Keystone RD Belleair RD Intersection at Belcher RD Study Performed Oct Updated Mar Oct 2003 Mar 2007 Jul 2003 Sept 2008 Sept 2008 Updates/Notes Alignment changed in Clearwater and Largo in TIP: Resurfacing from Whisper Lake RD to Harry ST CST 2012/2013 Tentative Work Program Resurfacing from N of Curlew Rd to N of Whisper Lake PE 2012/2013, CST 2014/2015 Gulf Beach Trolley service to Dunedin, Tarpon Springs, etc begun in LRTP:Forecasts severe congestion; transit enhancements have been implemented and segment has been identified for premium transit routes between beaches, Largo, St. Petersburg, Tampa and US HWY 19; roadway enhancements between Anclote BLVD and Live Oak ST and between Klosterman RD and Brevard ST. Phase III ITS Truck route (unrestricted) Implemented at Dr. Martin Luther King, 16 th ST and 28 th ST - pedestrian signal heads at trail crossings. Solar powered crossing equipment installed at Pinellas Trail. Implemented at I mast arms on both sides with backplate. Truck route (unrestricted) Bike lane system expanded in area. FDOT performed extensive study in summer, 2012 Implemented signalization improvements. Phase III ITS. Bicycle lanes between 34 th ST to east of 41 st ST underway Truck route (unrestricted) ITS in Identified in 2035 LRTP for premium bus Truck route (daylight) Safety study of signal at Briar Creek RD complete Intersection improvements Drew ST, complete Modifications for Enterprise Rd complete, 2035 LRTP: Forecasted for significant congestion; premium bus lines. Safety Audit - Tampa RD to Trinity RD 2009 (Identified Keystone RD as highest crash. Overall, highest type was rear-end.) ITS Keystone RD widening underway Truck route (daylight). Safety related improvements at Tarpon Woods intersection. Interchange at US HWY 19 under construction; 2035 LRTP: intersection improvements and other enhancements planned for Belleair RD; planned Progress Energy Trail extension (Belleair RD to Ulmerton RD). In Tentative Work Program intersection improvements PE 2012/2013; CST 2014/2015 Remaining Previously identified improvements mostly completed, with the exception of southbound right turn lane at Dodecanese BLVD and southbound left turn lane at Curlew PL. Recent request to look at pedestrian safety and transit access at Florida AVE and Alt 19 in Palm Harbor. Provide additional eastbound left turn lane to the northbound on-ramp at I-275. FDOT will complete an Interchange Operations Analysis. Add exclusive eastbound right-turn lane at 31 st ST, extend westbound lane and modify it to a shared through/right turn lane. At 34 th ST, modify the southbound approach to two exclusive left-turn lanes, one through lane and one right turn lane. County on-road bike lanes due to be completed by 2012 end CMP study recommended access management, but 2009 Safety Audit Report concluded that access was very good, with a minimum of openings. Implementation of recommendations drawn from 2009 safety audit to be identified by County. Bicycle and pedestrian safety improvements and signalization. Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-9

66 APPENDIX Eagle Lake Park opened 2010 at Keene RD, making this intersection link between trail and park. CIP: County will do intersection improvements. East Bay DR Intersection at Belcher RD N.E. Coachman RD Intersection at Old Coachman RD Drew ST. Intersection at Betty LA Sept 2008 Sept 2008 Sept 2008 ITS LRTP: Forecasted for significant congestion; identified for premium bus network, including to Downtown Tampa. Truck route (unrestricted) County performed safety study in 2011 Upgraded signal and pavement Progress Energy Trail expansion to US HWY 19 at Enterprise RD Truck route (unrestricted) Super Walmart provided some modifications to turn lanes west of US Hwy 19. Tentative Work Program - Resurfacing PE , CST may provide opportunities Bicycle lane in 2035 LRTP. ITS Phase III Truck route (unrestricted) Resurfacing, Tentative Work Program from Alt US 19/Myrtle to Mariva Ave. may provide opportunity for improvement. CST 2012/2013 Drew St/Betty Lane lot is currently under residential development, but this will not address road improvements. City permitted use of golf course property for left turn storage, but FDOT was not able to provide full funding for construction, and Clearwater did not have funds available for remainder. Sidewalk improvements will be made to eliminate gap. Alternative bike route was established at Cleveland Street. (Road is too narrow for bike lane at Drew St.) Clearwater was asked to consider signage to reroute bicyclists to Cleveland Street. Pedestrian refuge and other safety improvements. ITS due to be operational in 2012 or slightly later. County performed a road safety audit on July Intersection improvements including left turn lane, protected turn signal and bicycle facility/safety improvements. (Needs to be included in LRTP prior to FDOT consideration for PD&E study.) Provide left turn storage lane. Eliminate gaps in the sidewalk. Rev: February, 2013 File: Users/Trans/CMP & State of the System/CMP/Updates/CMP_Tracking.docx Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-10

67 Monitoring: CONGESTION MANAGEMENT PROCESS (CMP) Analysis of Data Presented in the State of the System Report 2010 This analysis is intended as a tool to assist the Technical Coordinating Committee (TCC) and the Intelligent Transportation System (ITS) committee in prioritizing segments for the CMP. The analysis used data collected for the 2010 State of the System Report (data year 2009), which identified the 35 most congested segments: 10 Strategic Intermodal System (SIS) roadways and 26 Non-SIS roadways. I. Combined/Weighted Scores - The following two line graphs compare scores based on a combination of data: duration of congestion (DOC) hours; volume/capacity ratios (V/C); and crash rates). Methodology is defined below. A. SIS: Distribution of Combined and Weighted Scores for Top 10 Congested Segments B. Non-SIS: B. Distribution of Combined and Weighted Scores for Top 25 Congested Segments Sources - Pinellas County MPO Transportation Planning Inventory & Crash Data Management System, DY ND AVE N: I-275 -to- 34TH ST N 2. ALT US 19/ BAYSHORE BLVD: SKINNER BLVD -to- CURLEW RD 3. ALT US 19/PALM HARBOR BLVD: TAMPA RD to-alderman RD 4. BRYAN DAIRY RD: 6. EAST LAKE RD: LANSBROOK PKWY -to- KEYSTONE RD 7. EAST LAKE RD: TARPON WOODS BLVD -to- LANSBROOK PKWY 8. EAST LAKE RD: WOODLANDS BLVD. -to- TARPON WOODS BLVD. 9. EAST LAKE RD: NORTH SPLIT -to- WOODLANDS BLVD 11. MCMULLEN BOOTH RD: GULF-TO- BAY BLVD -to-sunset PT RD/MAIN ST 12. FOREST LAKES BLVD: PINE AVE -to- HILLSBOROUGH COUNTY LINE 13. FT HARRISON AVE: BELLEAIR RD -to- CHESTNUT ST 14. GULF-TO-BAY BLVD: BAYSHORE BLVD -to- US COURTNEY CAMPBELL CSWY: 10. MCMULLEN BOOTH RD: SUNSET PT HILLSBOROUGH CL -to- BAYSHORE RD/MAIN ST-to-SR 580 BLVD - Segments initially selected for this analysis were based on highest DOC (10 SIS and 25 Non- SIS). - Crashes counted were those assigned to specifically identified corridors, data drawn from both long and short form law enforcement reports. 15. KEYSTONE RD: US 19 -to-east LAKE RD 16. NE COACHMAN RD: DREW ST -to - US PARK BLVD: SEMINOLE BLVD -to- 113TH ST N 18. SR 584 /TAMPA RD: NEW SR 580 -to- CURLEW RD 19. SR 686/ ROOSEVELT BLVD: ULMERTON RD -to- 49TH ST NB RAMP 20. SR 686/EAST BAY DR: US 19 -to- BELCHER RD - Crash rate per million = Crashes per year x 1,000,000\AADTX SR 688 /ULMERTON RD: BELCHER RD -to- STARKEY RD 22. SR 688 /ULMERTON RD: STARKEY RD -to- ALT US 19 SEMINOLE BLVD 23. SR 688 /ULMERTON RD: ROOSEVELT BLVD -to- ROOSEVELT BLVD 24. SR 688 /ULMERTON RD: ROOSEVELT BLVD -to- 49TH ST N 25. WEST BAY DR: MISSOURI AVE-to- CLWTR- LARGO RD - To achieve the combined/weighted scores in these tables, preliminary scores for congestion (DOC X V/C) and crash rate per million were obtained. Scores were then converted to a point scale, maximum 60 points for highest congestion and maximum 40 points for highest crash rate. Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-11

68 Sections II and III represent the individual datasets: V/C, DOC and crash rates. II. SIS Roadways - Segment Scores: Volume/Capacity, Duration of Congestion and Crash Rate A. Volume/Capacity - Source - Pinellas County MPO Transportation Planning Inventory & Crash Data Management System, DY 2009 B. Duration of Congestion Source - Pinellas County MPO Transportation Planning Inventory, DY 2009 C. Crash Rate Source - Pinellas County MPO Crash Data Management System, DY 2009 (crashes assigned to segment) - The segments selected for this analysis were those with the highest DOC (10 SIS and 25 Non-SIS).. - Crashes counted were those assigned to specifically identified corridors, data drawn from both long and short form law enforcement reports. - Crash rate per million = Crashes per year x 1,000,000\AADTX365. Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-12

69 III. Non-SIS Roadways - Segment Scores: Volume/Capacity, Duration of Congestion and Crash Rate A. Volume/Capacity Source - Pinellas County MPO Transportation Planning Inventory, DY 2009 B. Duration of Congestion Source - Pinellas County MPO Transportation Planning Inventory, DY 2009 C. Crash Rate Source - Pinellas County MPO Crash Data Management System, DY 2009 (crashes assigned to segment) - Refer to page one for segment limits. - Segments selected for this analysis were those with the highest DOC (10 SIS and 25 Non-SIS). - Crash rate per million = Crashes per year x - Crashes counted were those assigned to specifically identified corridors, data drawn from both long and short form law 1,000,000\AADTX365. enforcement reports. Congestion Management Process Pinellas County Metropolitan Planning Organization Page A-13