Multimodal Solutions
Multimodal SolutionsDecember 2020
I-40/81 Multimodal Corridor StudyTable of Contents1.Introduction. 3Purpose of This Memo .3Expanding the Universe of Solutions .42. Highway Capacity/Expansion Strategies . 6New General-Purpose Lanes .6Auxiliary Lanes .9Interchange Type .9Ramp/Terminal Improvements. 10C-D Roadway . 12Truck Climbing Lanes . 13Bypass Analysis . 14Parallel Arterial Diversion . 143. Transportation System Management and Operations Strategies . 20Managed Lanes . 21High Occupancy Vehicle Lanes . 21High Occupancy Toll Lanes. 22Express Lanes . 23Separate Truck Lanes . 24Separate Local Lanes and Through Lanes . 24Information Management . 25Traveler Information Systems (External to Vehicle) . 25Traveler Information Systems (Internal to Vehicle) . 26Incident Management Systems . 28HELP Routes . 29SmartWay Expansion . 30Freeway Management/Active Traffic Demand Strategies . 31Hard Shoulder Running – Buses . 32Hard Shoulder Running - General Purpose (GP) Traffic . 33Queue Warning . 34Variable Speed Limits . 34Dynamic Lane Assignment/Control. 34Integrated Corridor Management . 35Ramp Metering . 36Other Technology Solutions . 40Road Weather Information System (RWIS) . 40Electric Vehicle Charging Stations . 414. Freight-Related Strategies . 48Truck Parking. 48Electric Truck Charging Stations. 50Alternative Truck Routing . 50Weigh-in-Motion. 51Multimodal Freight Solutions . 52Technical MemorandumMultimodal SolutionsTable of Contents Page i
I-40/81 Multimodal Corridor Study5. Safety . 54Potential Safety Improvements . 55Detour Routes . 57Crossovers . 58Runaway Truck Ramps . 596. Transit.65Infrastructure Improvements . 65Policy . 67Managed Lanes . 67Bus on Shoulder . 67Partnerships . 67Park & Ride Facilities for Regional Transit Service . 68Operation of Commuter Express/Regional Transit Service . 70Improvements to Intercity Transit . 717. New Interchange Access . 74Technical MemorandumMultimodal SolutionsTable of Contents Page ii
I-40/81 Multimodal Corridor StudyTablesTable 1. Potential Additions to Physical Capacity .6Table 2. Potential Interchange Improvements . 10Table 3. Potential Ramp/Terminal Improvements . 11Table 4. Potential C-D Roadway System. 12Table 5. Potential Areas for Truck Climbing Lanes . 14Table 6. TSMO Strategies . 20Table 7. Potential HOV Conversion to HOT Lane . 23Table 8. Potential “HELP Lite” Service . 30Table 9. Potential Areas for ICM Deployment . 36Table 10. Potential Ramp Metering Deployment. 39Table 11. Potential Improvements to RWIS . 41Table 12. Future Improvements to Weigh-In-Motion Technology . 52Table 13. Statewide Multimodal Freight Plan-Identified Projects in the Corridor. 53Table 14. High Crash Segments . 54Table 15. IMPROVE ACT Projects Impacting High Crash Segments of the Corridor. 55Table 16. Potential Corridor Safety Improvements. 56Table 17. Potential Safety Improvements for I-40/81 Detour Routes . 58Table 18. Potential Crossover Improvements . 59Table 19. Potential Locations for Runaway Truck Ramps . 60Table 20. Potential Infrastructure Improvements to Benefit Transit Service on the Corridor . 66Table 21. Potential Locations for Permanent Park & Ride Facilities . 69Technical MemorandumMultimodal SolutionsTable of Contents Page iii
I-40/81 Multimodal Corridor StudyFiguresFigure 1. Auxiliary lane example in Knox County westbound between Exits 374 and 376 .9Figure 2. Collector-Distributor System on the Katy Freeway (I-10) in Houston, TX. . 12Figure 3. Left lane added for passing trucks on I-40 eastbound in Smith County. 13Figure 4. Region 1 Potential Highway Capacity/Expansion Improvements . 16Figure 5. Region 2 Potential Highway Capacity/Expansion Improvements . 17Figure 6. Region 3 Potential Highway Capacity/Expansion Improvements . 18Figure 7. Region 4 Potential Highway Capacity/Expansion Improvements . 19Figure 8. I-85 HOT Lanes in Atlanta . 20Figure 9. Dynamic Shoulder Use. 21Figure 10. TDOT Dynamic Message Sign . 25Figure 11. TDOT’s Region 1 Traffic Management Center . 28Figure 12. TDOT HELP Truck and Operator . 30Figure 13. Statewide SmartWay . 31Figure 14. Bus Hard Shoulder Running in Minneapolis . 32Figure 15. Peak Use Shoulder Lane . 33Figure 16. Variable Speed Limits on I-5 in Seattle . 34Figure 17. Example of Minute by Minute Interstate Flow Variation. 37Figure 18. Speed versus Throughput . 37Figure 19. Speed and Volume by Time of Day . 37Figure 20. Speed versus Volume on I-40 in Downtown Nashville . 38Figure 21. TDOT Weather Sensors . 40Figure 22. Improved RWIS equipment for monitoring winter weather events . 40Figure 23. Electric Vehicle Charging Station at Cracker Barrel in Lebanon, TN . 41Figure 24. Status of I-40/81 as an Alternative Fuel Corridor . 42Figure 25. Region 1 Potential TSMO Improvements . 44Figure 26. Region 2 Potential TSMO Improvements . 45Figure 27. Region 3 Potential TSMO Improvements . 46Figure 28. Region 4 Potential TSMO Improvements . 47Figure 29. Trucks parked at the I-81 rest area in Greene County . 48Figure 30. Truck Parking Facilities . 49Figure 31. Recommended Weigh-in-Motion Locations . 51Figure 32. FHWA Proven Safety Countermeasures . 57Figure 33. Runaway Truck Ramp (Colorado DOT) . 59Figure 34. Region 1 Potential Safety Improvements . 61Figure 35. Region 2 Potential Safety Improvements . 62Figure 36. Region 3 Potential Safety Improvements . 63Figure 37. Region 4 Potential Safety Improvements . 64Figure 38. Designated Park and Ride Lot for Regional Transit Authority Customers. 68Figure 39. Potential Park and Ride Lot Locations . 69Figure 40. Gray Line Coach Used for RTA Regional Commuter Service . 70Figure 41. East Tennessee Human Resource Agency (ETHRA) Fleet . 72Figure 42. Recently Constructed Interchange at I-40 and Tennessee Avenue in Cookeville . 74Technical MemorandumMultimodal SolutionsTable of Contents Page iv
I-40/81 Multimodal Corridor StudyList of AcronymsAASHTOAmerican Association of State Highway and Transportation OfficialsATDMActive Traffic Demand ManagementATMAdvanced Traffic ManagementATRIAmerican Transportation Research InstituteBOSBus on ShoulderCARMCoordinated Adaptive Ramp MeteringCCSCombined Charging SystemCCTVClosed-Circuit TelevisionC-DCollector-DistributorCMAQCongestion Mitigation and Air Quality Improvement ProgramCNCanadian National RailwayDCFCDirect Current Fast ChargingDETDrive Electric TennesseeDMSDynamic Message SignFAST ActFixing America’s Surface Transportation ActFHWAFederal Highway AdministrationGPGeneral Purpose lanesGPSGlobal Positional SystemHOTHigh Occupancy Toll lanesHOVHigh Occupancy Vehicle lanesHRAHuman Resources AgencyICMIntegrated Corridor ManagementIMSIncident Management SystemsITSIntelligent Transportation SystemsKATKnoxville Area TransitMATAMemphis Area Transit AuthorityMMMile MarkerMPOMetropolitan Planning OrganizationTechnical MemorandumMultimodal SolutionsTable of Contents Page 1
I-40/81 Multimodal Corridor StudyList of Acronyms (cont.)MUTCDManual on Uniform Traffic Control DevicesNACFENorth American Council for Freight EfficiencyNCTCOGNorth Central Texas Council of GovernmentsNHSNational Highway SystemNSNorfolk Southern RailwayPTCPositive Train ControlRDSRadar Detection SystemRFIDRadio-Frequency Identification DeviceRTARegional Transportation Authority of Middle TennesseeRWISRoadway Weather Information SystemSOVSingle Occupancy VehicleTDOTTennessee Department of TransportationTHPTennessee Highway PatrolTIMTraffic Incident ManagementTISTraveler Information SystemsTMCTraffic Management CenterTPOTransportation Planning OrganizationTSMOTransportation Systems Management and OperationsUDOTUtah Department of TransportationVGIVehicle-Grid IntegrationVMTVehicle Miles TraveledVSLVariable Speed LimitWIMWeigh-In-MotionTechnical MemorandumMultimodal SolutionsTable of Contents Page 2
I-40/81 Multimodal Corridor Study1. IntroductionPurpose of This MemoThis technical memorandum presents potential multimodal solutions to address the deficiencies and projectedneeds identified for the I-40/81 corridor in the Existing/Future Conditions Technical Memorandum. The potentialsolutions are presented in six broad categories of improvements: Highway Capacity/ExpansionTransportation Systems Management & Operations (TSMO)FreightSafetyTransitEconomic AccessParticular attention is given to the discussion of TSMO strategies, many of which are not currently being appliedin Tennessee. While not all of the TSMO strategies discussed have ultimately been identified as potentialsolutions for the I-40/81 corridor, they are included in this memo as a resource to help the TennesseeDepartment of Transportation (TDOT) promote a broader awareness and understanding of these additionaltools for maximizing mobility and safety.Some of the potential solutions presented in this memo may prove less feasible based on cost, potentialenvironmental impacts, public support, or other factors. These considerations will be reviewed in a subsequenttechnical memorandum, Project Priorities, in order to categorize solutions for near-term and long-termimplementation by TDOT.Technical MemorandumMultimodal SolutionsPage 3
I-40/81 Multimodal Corridor StudyExpanding the Universe of SolutionsDemand on Tennessee’s Interstate highways continues to grow, an indication of the state’s continued economicvitality and importance in interstate commerce. Functions served by the I-40/81 corridor include commuting inand around the state’s urban areas, longer-distance freight movements, and intercity travel within the state.Meeting these needs will likely continue to involve addition of new lanes in some areas of the corridor; however,achieving optimal results will involve multiple strategies. Improving safety on I-40/81 has obvious benefits interms of achieving “Vision Zero,” the total elimination of traffic-related deaths, but even a crash that does notresult in injury can create lengthy delays for others using the corridor. Preventing crashes therefore hasdemonstrable benefits to the state’s goal in maintaining efficient statewide mobility for both people and freight.Certain strategies, such as the installation of truck climbing lanes in areas that have steep grades, directlyimprove both traffic flow and safety by providing space to separate heavy, slower-moving vehicles from othertraffic. Providing an additional lane in selected areas, rather than widening the entire interstate corridor, is atargeted strategy that helps maximize the effectiveness of the state’s funding resources. This strategic focus wasone of the goals of TDOT’s first I-40/81 corridor study, and several of the truck climbing lanes recommended inthe previous study have since been constructed.Managing travel demand and encouraging the use of transit are other strategies that can help address thefuture growth in travel along the I-40/81 corridor, which connects three of Tennessee’s four largest cities. TheMemphis, Nashville and Knoxville metropolitan areas each have travel demand management programs gearedto the promotion of ridesharing, transit, walking and biking, telecommuting, flexible work schedules, and otherways to reduce the number of people driving in single-occupant vehicles. Although much of the operationaleffectiveness of local transit service is impacted by development patterns, which are largely outside TDOT’ssphere of influence, there are a number of ways in which TDOT can support commuter service and intercitytransit service through direct investments in the I-40/81 corridor and partnerships with transit agencies.One of the most promising near-term opportunities to improve mobility in the I-40/81 corridor is through theuse of Transportation Systems Management & Operations (TSMO) strategies. Many of these are consistent withthe state’s goal of maximizing its existing investments in interstate capacity and should also be applied topreserve mobility in areas where TDOT adds new highway capacity.As further discussed in the section on TSMO Strategies, the level of traffic congestion on I-40/81 in the Nashvilleand Knoxville areas has reached an advanced stage in which management of traffic density is needed in order tocontinue serving the amount of traffic which the number of existing lanes should be able to carry. In thesesituations, ramp metering can be used to maintain the freeway’s full ability to move traffic. Ramp metering istherefore a significant improvement identified in the study. Other TSMO solutions discussed in this report canplay a significant role in smoothing traffic flow by providing advanced information to drivers, closing lanes whencrashes or other incidents have occurred, recommending alternative routes in real time, and facilitating transitoperations and other benefits which will continue to evolve as technology continues to advance.However, in certain areas of the corridor, improved management cannot fully address operational issues causedby the roadway’s physical characteristics including number of lanes, curvature (horizontal and vertical), and thenumber and placement of entrances and exits. This report therefore outlines additional improvements toaddress congestion and safety needs, including additional through lanes, auxiliary lanes, ramp and interchangemodifications, as well as the truck climbing lanes mentioned above.Technical MemorandumMultimodal SolutionsPage 4
I-40/81 Multimodal Corridor StudyWhile fully functional autonomous vehicles are still in the future, connected vehicles as well as vehicles withincreasing automation sophistication are beginning to enter the fleet. Identified improvements in physicalinfrastructure as well as TSMO solutions take this trend into account, and vehicle detection and communicationsare recognized as an increasingly important component of any solutions implemented.TDOT is entering an exciting phase of available improvements to its interstate system. With strategic physicalimprovements, increased investments in systems management and operations, and continued focus on demandmanagement, effective and efficient system performance is attainable.Technical MemorandumMultimodal SolutionsPage 5
I-40/81 Multimodal Corridor Study2. Highway Capacity/Expansion StrategiesHighway Expansion Strategies are geometric changes to the existing transportation infrastructure which provideadditional physical capacity where needed. Such improvements address forecasted congestion levels andinclude potential solutions such as the addition of new general-purpose lanes or auxiliary lanes along thefreeway corridor, upgrades to existing interchange forms, and others as detailed in the sections below.New General-Purpose LanesNew general-purpose lanes provide additional capacity along the freeway corridor where the demand is higherthan the existing physical capacity. The addition of new general-purpose lanes is determined based on trafficvolume, roadway geometry, and operations of the corridor. Table 1 shows sections of the corridor whereadditional general-purpose lanes, including auxiliary lanes, may be considered based on the deficienciesidentified in the Existing and Future Conditions Technical Memorandum. Within the major metropolitan areas ofMemphis, Nashville and Knoxville, an additional general-purpose lane alone will not sufficiently address mobilityissues, particularly not when considering the corridor’s needs over the next 20 years. Other physicalimprovements to enhance operations, as well as Transportation Systems Management and Operations (TSMO)strategies, will also be needed to provide an optimal solution for these sections of the corridor. Figure 4 through7 show locations of potential additions to physical capacity.Table 1. Potential Additions to Physical ox andLoudonI-40Exit 368 (I-75) toExit 374 (SR 131[Lovell Road])Widen from 6 to 8 lanes.I-40Exit 374 (SR 131[Lovell Road] toExit 385[Interstates75/640])Widen from 8 to 10 lanes.Extend the two existing lanes from the US129 entrance ramp to WB mainline such thatone lane exits to I-640 and one lanecontinues through on I-40 mainline.Knox1KnoxI-40Interstates75/640 to US-1291JeffersonI-40Exit 417 (SR 92)to Exit 421 (I-81)Add one auxiliary lane in the eastbounddirection between interchanges and restarea.I-81Mile marker 75.3(WelcomeCenter inSullivan County)to Exit 74B (SR 1[US 11W, StateStreet])Add southbound auxiliary lane betweenWelcome Center and exit ramp.1SullivanTechnical MemorandumMultimodal SolutionsPage 6
I-40/81 Multimodal Corridor sonCorridorTerminiDescriptionI-40Exit 286 (SR 135[South WillowAvenue]) to Exit288 (SR 111)Add auxiliary lanes between interchangesand ramp improvements.I-40Exit 317 (SR 28[US 127]) to Exit322 (SR 101[Peavine Road])Add auxiliary lanes between interchanges.Add deceleration lanes to off-ramps.I-40I-40Exit 204A-B (SR155 [BrileyParkway], WhiteBridge Road) toExit 208A-B (I40/I-65interchange)From Exit 208AB (I-40/65interchange onwest side ofInner Loop) toExit 211A-B (I40/24interchange)In eastbound direction, extend SR 155entrance ramp as an auxiliary lane to Exit206 (I-40/440). (This includes adjustment of46th Avenue entrance ramp.) Add auxiliarylane from Exit I-440 on-ramp to I-65 offramp.In westbound direction, widen from 3 to 4lanes from I-65 to I-440. Braid the DelawareAvenue ramp
I-40/81 Multimodal Corridor Study Technical Memorandum Multimodal Solutions Table of Contents Page 1 List of Acronyms AASHTO American Association of State Highway and Transportation Officials ATDM Active Traffic Demand Management ATM Advanced Traffic Management ATRI American Transportation Research Institute BOS Bus on Shoulder CARM Coordinated Adaptive Ramp Metering
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