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  •  CMP Corridors
  •  CMP Objective Measures
  •  Info

 (Click subcorridor name to zoom to it's extent)
Pennsylvania Corridors
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 1 - I-276 (PA Turnpike)
 2 - I-476
 3 - I-76 & I-676
 4 - I-95
 5 - US 1
 6 - US 13/MacDade Blvd/PA 291
 7 - US 30
 8 - US 202, 322, 30, PA 100
 9 - US 422
 10 - PA 3 & Center City
 11 - PA 113 Area
 12 - PA 132, PA 63, Co. Line Rd
 13 - PA 332
 14 - PA 611 & PA 309
 15 - Ridge-Lincoln-Cheltenham
 16 - PA 100
 17 - PA 41
New Jersey Corridors
 Select/Clear All
 1 - I-295 NJ Turnpike (N)
 2 - I-295 NJ Turnpike (S)
  3 - AC Expressway/NJ 42
 4 - US 1, US 206
 5 - US 30
  6 - US 130
  7 - US 322 & Cross Keys Area
  8 - NJ 31
 9 - NJ 33
 10 - NJ 38
 11 - NJ 41, 45, 47, 55
 12 - NJ 70
 13 - NJ 73
 14 - CR 571
 15 - CR 603
 16 - CR 561
 17 - CR 689
 Corridor Opacity


Reduce Congestion
Increase Accessibility & Mobility
Rebuild & Maintain Transportation Infrastructure
Create a Safer Transportation System
Facilitate Goods Movement
Create a More Secure Transportation System
Ensure Transportation Investments Support LRP Principles
Integrate PM3 Measures
 (Click subcorridor or roadway for information)

 CMP Subcorridor Information
 

  •  About
  •  Contact
  •  Disclaimer

A CMP is a systematic process for managing congestion that provides information on transportation system performance. It recommends a range of strategies to minimize congestion and enhance the mobility of people and goods. These multimodal strategies include, but are not limited to, operational improvements, travel demand management, policy approaches, and additions to capacity. The CMP advances the goals of the DVRPC Long-Range Plan and strengthens the connection between the Plan and the Transportation Improvement Program (TIP).

The CMP, as included in current federal transportation regulations, enhances the existing concept of a Congestion Management System (CMS) with emphasis on being an ongoing cycle and other refinements. It identifies congested corridors and multimodal strategies to mitigate the congestion. Where more single-occupancy vehicle capacity is appropriate, the CMP includes supplemental strategies to reduce travel demand and get the most value from the investment. It completes its cycle evaluating the effectiveness of transportation improvements, coordinating with other planning processes, and providing updated analysis of the performance of the transportation system as it goes back around.

Click Here to read more about the CMP and view the latest publications.
Data Source: 2019 CMP Corridors
Last Updated: December 2019

This web page is a public resource of general information. The Delaware Valley Regional Planning Commission (DVRPC) makes no warranty, representation, or guarantee as to the content, sequence, accuracy, timeliness, or completeness of any of the spatial data or database information provided herein. DVRPC and partner state, local, and other agencies shall assume no liability for errors, omissions, or inaccuracies in the information provided regardless of how caused; or any decision made or action taken or not taken by any person relying on any information or data furnished within.

Tom Edinger
Manager
Congestion Management Programs
Phone: 215-238-2865
tedinger@dvrpc.org

How to Use

- Click on the map to identify and view CMP subcorridor and segmented roadway information.

- If the area you select includes overlapping subcorridors, those subcorrdiors will be listed in the results tab.

- Click "Info" to view detailed information about individual subcorridors and roadway segments, including CMP strategies and other pertinent information.

- Clicking "Zoom To Subcorridor" will automatically zoom to the full extent of that selected subcorridor.

Map Navigation:

- Click-and-drag on the map to pan, or use the mouse wheel to zoom in/out. You may also use the +/- button controls to zoom in/out of the map. Double-clicking on an area will also zoom in. If you hold down the Shift Key and drag a box on the map, it will zoom to the area drawn.

- Use the menu on the left to turn on/off selected corridors by state. You can turn all of the corridors on/off quickly by clicking on Select/Clear All.

- Use the 'Corridor Opacity' slider bar to decrease/increase the transparency level of the CMP corridors.

- Click the zoom to region button to zoom to the initial map extent.

Access our data

Download Data - Directly download the CMP Corrdior and Objective Measures layers from the links below. 
https://dvrpc-dvrpcgis.opendata.arcgis.com/datasets?q=cmp&sort_by=relevance&geometry=-79.253%2C39.466%2C-69.283%2C40.726

ArcGIS for Desktop - Copy and paste the URL below to access our ArcGIS Server map services. 
https://arcgis.dvrpc.org/arcgis/rest/services
- CMP Corridors are located in the 'Transportaion' folder and
Objective Measures are located in the 'AppData' folder.

Reduce Congestion

Traffic congestion leads to lost time, extra fuel costs, and deterioration of air quality. Let unmanaged, congestion leads to a negative overall impact on health, competitiveness, and sustainability of the region. In 2017, the Greater Philadelphia region experienced 194.7 million hours of travel delay, which ranks tenth nationally. This equates to over 80.8 million gallons of excess fuel consumed and an annual cost of more than $3.6 billion due to being stuck in traffic. Reducing congestion has traditionally been accomplished by expanding network capacity. However, repeated experience have shown that new capacity will bring congestion back to previous levels and encourage expanded development further out. Other strategies, such as making the transportation system more efficient, reducing demand by instituting transportation demand management strategies, and providing alternatives to the single-occupant vehicle travel can also accomplish the same goal.

  • Travel Time Index (TTI)
  • High Anticipated Growth in V/C

Travel Time Index (TTI)

The TTI measure helps to assess congestion by comparing the average travel time for a segment of road during the peak hour (7-8 AM, and 5-6 PM) to the free-flow travel time for the same segment. A TTI of 1.5 indicates that the travel time is, on average, 50 percent longer during the peak hour. For example, a trip that would take 20 minutes under free-flow conditions would take 30 minutes during the peak hour. It is normal and appropriate for TTI to increase during peak hours.

Scoring (Peak Hour TTI, 7-8 AM or 5-6 PM, whichever is greater, all weekdays in 2017)

    High (1) = Greater than 1.5 (highly congested)
    Medium (0.5) = 1.2 - 1.5 (moderately congested as expected at peak hour)
All of the measures to Reduce Congestion can combine to total a maximum of 2 points per link.

Source: INRIX, DVRPC.

Anticipated Growth in V/C using the DVRPC Travel Model

This measure indicates where congestion will likely increase in the future on a road segment during the peak hour (7-8 AM and 5-6 PM). It gives added weight to locations that are already moderately congested (V/C 0.5 or more) in the model base year (2015).

The analysis uses the 2015 and 2045 DVRPC travel model runs, the same as used for the Long-Range Plan (Connections 2045). It identifies potential future congested roadways using the 2045 socio-economic forecasts, and any projects approved for funding. This analysis indicates traffic congestion at the regional level, and is not intended to provide precise congestion by segment. Accuracy at the segment level is estimated at +/- 15%.

The 7-8 AM or 5-6 PM V/C ratio, whichever is greater, by segment in the 2015 and 2045 models are compared. Only segments with two or more times the range of accuracy (30%) are considered to have an increase in congestion.

The mapping reflects minor inaccuracies that can occur when transferring existing model data to GIS. Growth in congestion from this analysis is only suitable for regional planning purposes, not for engineering.

Scoring (Anticipated Growth in V/C in the 2015-2045 Peak-Period Travel Models, 7-8 AM or 5-6 PM, whichever was greater, all weekdays)

    High (1) = 2015 V/C ratio of 0.5 or greater, and 30% or greater change in the peak period V/C ratio from 2015 to 2045
    Medium (0.5) = 30% or greater change in the peak period V/C ratio from 2015 to 2045
All of the measures to Reduce Congestion can combine to total a maximum of 2 points per link.

Source: DVRPC.

Increase Accessibility & Mobility

Accessibility refers to the ability to reach desired destinations within the region, mobility refers to the movement of people and goods, and reliability refers to arriving at a destination in a relatively consistent time. Accessibility is critical for low income, older persons, and person with disabilities in suburban areas who do not have an automobile, and where transit is not available. There is a critical geographic mismatch between employment centers offering entry-level service sector jobs–which are predominantly located in growing suburbs–and workers who primarily reside in the region’s inner cities and older suburbs. Mobility is enhanced when the transportation system is multimodal and provides connections between various modes. Reliability is an increasing concern for travelers, shippers, and businesses. Some congestion is acceptable to drivers, but travelers are less tolerant of unexpected delays due to incidents such as crashes, disabled vehicles, etc. Such delays can cause travelers to be late to work or important meetings, etc. that often lead to decreased productivity and added costs.

  • Transit Score and Rail Stations
  • Planning Time Index (PTI)

Transit Score and Rail Stations

The Transit Score assesses the appropriateness of various types and intensities of transit service. It considered factors including densities of population, jobs, and zero-car households. Scores were classified into five categories (from ‘low’ to ‘high’). For more information, see Creating a Regional Transit Score Protocol.
Rail stations, especially in suburban or rural areas, are important gathering points for people that provide access to various types of transit.

Scoring (Transit Score and Rail Stations)
Road segments in traffic analysis zones (TAZs) with high or medium-high transit scores received 1.0 point. Road segments within a 1-mile buffer of a rail stations received 1.0 point.

All of the measures to Increase Accessibility, Mobility, and Reliability can combine to total a maximum of 3.0 points per link.

Sources: DVRPC, Amtrak, NJ Transit, PATCO, SEPTA.

Planning Time Index (PTI)

PTI measures roadway reliability by comparing the 95th percentile travel time for a segment of road during the peak hour (7-8 AM and 5-6 PM) to the free-flow travel time for the same segment. A PTI of 3.00 means that for a trip that takes 20 minutes under free-flow conditions, a traveler should budget a total of 60 minutes to ensure on-time arrival 95% of the time, which is equivalent to one work day a month 19/20, where one might expect to plan to leave 40 minutes earlier to arrive on time. It is normal and appropriate for PTI to increase somewhat during peak hours.

Scoring (Peak Hour PTI, 7-8 AM or 5-6 PM, whichever is greater, all weekdays in 2017)

    High (1) = Greater than 3 (highly unreliable)
    Medium-High (0.5) = 2 - 3 (moderately unreliable)
All of the measures to Increase Accessibility, Mobility and Reliability can combine to total a maximum of 3.0 points per link.

Source: INRIX, DVRPC.

Rebuild & Maintain Transportation Infrastructure

Our transportation system is both extensive and old. Pennsylvania has the second highest number of structurally deficient state-maintained bridges in the nation, and 38 percent of the region’s state-maintained lane miles of pavement are in poor condition. SEPTA has rail bridges that are a century old, substations and signals from the 1930s, and trains from the 1970s. The rebuilding of the existing network of roads, transit lines, and other transportation facilities is the focus for transportation investments moving forward at the national, state, and regional level. We must continue to prioritize projects based on quantitative data to ensure that funds are spent efficiently and effectively. We must also plan for the future and preserve vital right of ways so that the system can expand. Utilizing abandoned rail lines as trails in the interim is one way in which key corridors can be preserved for future use.

  • Core Transportation Network
  • Existing Transit

Core Transportation Network

Rebuilding and maintaining the region’s core network of transportation infrastructure is a key goal of the Long-Range Plan. This measure identifies all road links on the Enhanced National Highway System (NHS) including principal arterials and NHS connectors. It identifies roadways within one-mile of existing passenger rail (including Amtrak) and existing freight rail lines. It identifies roadways within major freight centers including; major rail yards, rail-truck intermodal yards, and ports; and within one-mile of the Philadelphia International Airport.

Scoring (Core Transportation Network)
Each of the above items received 0.5 points.

The measures to Rebuild and Maintain Transportation Infrastructure can combine to total a maximum of 1 point per link.

Source: DVRPC.

Existing Transit

Roads with bus or trolley service, which are essential infrastructure for transit riders, were identified. “Substantial service” was defined as bus or trolley routes making three or more runs during the 7-8 AM or 5-6 PM peak hour in urban locations, or two or more runs in suburban locations.

Scoring (Existing Transit)

    High (1) = Road links with substantial transit service
    Medium (0.5) = Road links with any transit service
The measures to Rebuild and Maintain Transportation Infrastructure can combine to total a maximum of 1 point per link.

Source: DVRPC, Amtrak, NJ Transit, PATCO, SEPTA.

Create a Safer Transportation System

The region’s Transportation Safety Action Plan focuses on reducing crashes and fatalities on the regional roadway system by providing a roadmap for effective collaboration and coordination among safety professionals and stakeholders. Strategies for advancing this goal are detailed in agreed-upon key emphasis areas, which focus on various safety issues, including: aggressive driving, impaired driving, roadway departure crashes, and seatbelt use. The Transportation Safety Action Plan is a data-driven living document that is coordinated with New Jersey’s and Pennsylvania’s statewide safety plans.

  • Crash Severity
  • Crash Frequency

Crash Severity

This measure identified road segments with five or more kills or major injuries per mile of roadway. Crashes were analyzed over 5-years (2013-2017).

Scoring (High Crash Severity)
Road segments with five or more kills or major injuries per mile of roadway received 0.5 points.

The measures to Create a Safer Transportation System can combine to total a maximum of 1.0 point per link.

Source: NJDOT, PennDOT, DVRPC.

Crash Frequency

This measure identifies road segments where the actual crash rate is four or more times the average rate for a type of roadway. Crash rates are calculated as crashes per one-hundred million vehicles-miles traveled, and are analyzed over 5-years (2013-2017). Roadway types include urban or rural, divided or undivided, limited access or no access control, and ones with roadway width and annual average daily traffic thresholds. Average crash rates are assigned to each combination of roadway types.

Scoring (High Crash Frequency)
Roadway segments where the actual crash rates were four or more times the average rate for a type of roadway received 0.5 points.

The measures to Create a Safer Transportation System can combine to total a maximum of 1.0 point per link.

Source: NJDOT, PennDOT, DVRPC.

Facilitate Goods Movement

Increasing freight shipments and deliveries indicate a vibrant and growing economy. However, the growth of truck freight is a major contributor to congestion in urban areas and on intercity routes, where congestion affects the timeliness and reliability of freight transportation. This measure helps to assess freight truck congestion.

  • Truck Travel Time Index (TTTI)

Truck Travel Time Index (TTTI)

This measure uses truck only travel times on the National Highway System from the National Performance Management Research Dataset (NPMRDS), separate from the PM3 measures, to identify congested locations due to truck traffic. It is defined as the ratio of the observed truck travel time to the free-flow truck travel time by roadway segment. Free-flow values are based on observed speeds for all time periods. Roadways with a TTTI between 2.00 and 3.00 are considered moderately congested and ones greater than 3.00 are highly congested for weekdays peak hours 7-8 AM and 5-6 PM.

Scoring(Peak Hour, 7-8 AM or 5-6 PM, whichever is greater, all weekdays in 2017)

    High (1) = Greater than 3.00 (highly congested)
    Medium (0.5) = 2.00 - 3.00 (moderately congested)
The measure to Facilitate Goods Movement can combine to total a maximum of 1.0 point per link.

Sources: NPMRDS, Center for Advanced Transportation Technology Laboratory (CATT Lab) Probe Data Analytics (PDA) Software

Create a More Secure Transportation System

There has been an increased national focus on security since the events of September 11, 2001, which established a larger role for MPOs in this area. One goal of this effort is to explore ways that MPOs can play a part in security planning. DVRPC researches and communicates appropriate security efforts of our partners. DVRPC fulfills its classic role of facilitating the exchange of ideas and resource sharing to build upon existing programs to further security efforts in the region.

  • Important Areas for Transportation Security Planning
  • Areas of Special Evacuation Concern

Important Areas for Transportation Security Planning

This measure helps identify areas of the network where transportation preparedness for major events is most important. These are often events that call for complex interregional cooperation. The measure was developed with input from regional security agencies.

Scoring (Transportation Security)
Road links within one mile of the region’s most heavily-used bridges, passenger and freight rail bridges, passenger transit stations, and the general location of the largest military bases in the region, as well as road links within nuclear power plant evacuation zones received half a point.
The measures to Create a More Secure Transportation System can combine to total a maximum of 1 point per link.

Source: DVRPC.

Areas of Special Evacuation Concern

This measure identifies places where there are potential population evacuation issues. It started with Traffic Analysis Zones (TAZs) where the population or employment densities are two or more times the regional average. Locations where there are extremely large gatherings are also evacuation concerns. The measure was developed with input from regional security agencies.

Scoring (Special Evacuation Concern)
Road links within TAZs where the population or employment densities are two or more times the regional average received half a point. Road links within one mile of the stadium complex or the Philadelphia, Chester, or Camden waterfront attractions received half a point.

The measures to Create a More Secure Transportation System can combine to total a maximum of 1 point per link.

Source: DVRPC.

Ensure Transportation Investments Support LRP Principles

Transportation projects should support the four core plan principles of managing growth and protecting the environment; creating livable communities; building the economy; and establishing a modern, multimodal transportation system. In particular, investments should serve areas that are either already developed or designated as appropriate for future growth, encourage growth and reinvestment in the region’s Centers, have limited environmental impact, and support key economic sectors. Potential projects are evaluated to make sure that they help achieve the key principles outlined in the Plan.

  • Low Green Infrastructure Screening Tool score (less harm to environment)
  • Connections 2045 Infill and Redevelopment areas, Emerging Growth areas
  • Connections 2045 Land Use Centers

Low Green Infrastructure Screening Tool score (less harm to environment)

The Green Infrastructure Screening Tool (GIST) was developed to analyze the environmental impact of transportation projects for the Long-Range Plan. It incorporates a wide range of environmental factors. This measure was used to identify road segments in areas where investment will likely have fewer environmental impacts.

Scoring (Low GIST score))
Road links within the lowest impact range (0-2) of GIST scores received half a point. All of the measures to Ensure Transportation Investments Support LRP Principles can combine to total a maximum of 1 point per link.

Source: DVRPC.

Connections 2045 Infill and Redevelopment areas, Emerging Growth areas

This measure identifies road links within Infill and Redevelopment areas, and Emerging Growth areas from the Connections 2045 Long-Range Plan. After Land Use Centers, Infill and Redevelopment areas, followed by Emerging Growth area, are the priorities for investment.

Scoring (Infill and Redevelopment areas, Emerging Growth areas)
Road links within Infill and Redevelopment areas, and Emerging Growth areas received half a point. All of the measures to Ensure Transportation Investments Support LRP Principles can combine to total a maximum of 1 point per link.

Source: DVRPC.

Connections 2045 Land Use Centers

This measure identifies road links within Land Use Centers from the Connections 2045 Long-Range Plan. Centers are the highest priority areas for investment in the regional transportation network.

Scoring (Land Use Centers)
Road links within Land Use Centers received half a point. All of the measures to Ensure Transportation Investments Support LRP Principles can combine to total a maximum of 1 point per link.

Source: DVRPC.

Integrate National Performance Management Measures (PM3)

New PM3 measures adopted by FHWA in May 2017 as part of the FAST Act help better align proposed project improvements through performance based planning and programming. Baseline and required targets are established at the statewide and urbanized area (UZA) level with the intention of programming projects to meet the regional targets. While the baseline and target values are established at the statewide and UZA level, they are calculated at the roadway segment level from the National Performance Management Research Dataset (NPMRDS), which includes only roadways on the National Highway System (NHS). This roadway data is utilized in the CMP to identify congested locations, and to help prioritize congested corridor and subcorridor areas, and the most congested focus roadway facilities, and intersection bottlenecks.

  • Level of Travel Time Reliability
  • Truck Travel Time Reliability
  • Peak Hour Excessive Delay

Level of Travel Time Reliability (LOTTR)

The measure is calculated by roadway segment, and indicates reliability measured by the ratio of the 80th percent travel time to a “normal” travel time (50th percent). The threshold criteria for reliability is 1.50; anything greater is considered unreliable. This measure is calculated for four peak hour time periods: weekdays 6-10 am, 10 am to 4 pm, and 4-8 pm; and weekends 6 am to 8 pm. The time period with the greatest unreliability is used as the criteria for determining reliability by roadway segment. For purposes of the CMP, a LOTTR value between 1.50 and 2.00 is considered moderately unreliable and greater than 2.00 as most unreliable.

Scoring (LOTTR)

    High (1.0) = Greater than 2.00 (highly congested)
    Medium (0.5) = 1.50 - 2.00 (moderately congested)

All PM3 traffic reliability and congestion measures can combine to total a maximum of 2.0 points per link.

Sources: FHWA (see 23 CFR 490.507(a)(1,2)), Center for Advanced Transportation Technology Laboratory (CATT Lab) Probe Data Analytics (PDA) Software.

Truck Travel Time Reliability (TTTR)

This measure helps to assess freight reliability movements on the interstate system within the region. The TTTR Index indicates the reliability of the roadway for freight movement measured by the ratio of the 95th percentile travel time to a “normal” travel time (50th percentile). This measure is calculated for five peak hour time periods: weekdays 6-10 am, 10 am to 4 pm, and 4-8 pm; every day from 8 pm to 6 am; and weekends 6 am to 8 pm. The time period with the highest TTRR is used as the criteria for determining reliability. For purposes of the CMP, a TTTR value greater than the regional average is considered unreliable.

Scoring(TTTR)

    High (0.5) = 1x or more times the regional average

All PM3 traffic reliability and congestion measures can combine to total a maximum of 2.0 points per link.

Source: FHWA (see 23 CFR 490.607), Center for Advanced Transportation Technology Laboratory (CATT Lab) Probe Data Analytics (PDA) Software

Peak Hour Excessive Delay (PHED)

Travel times, hourly traffic volumes, posted speed limits, mode shares (passenger vehicles, transit and trucks), and average vehicle occupant factors are used to calculate excessive delay at the roadway segment level for peak periods 6-10 am and 3-7 pm, and then aggregated to the UZA. PHED values two or more times the regional average are considered high PHED.

Scoring (PHED)

    High (0.5) = 2x or more times the regional average

All PM3 traffic reliability and congestion measures can combine to total a maximum of 2.0 points per link.

Source:FHWA (see 23 CFR 490.707(a)), Center for Advanced Transportation Technology Laboratory (CATT Lab) Probe Data Analytics (PDA) Software

Objective Measures

- Zoom in to desired location before viewing CMP Objective Measure roadway layers

- Toggle on/off CMP corridors if you wish to only view CMP Objective Measure layers or use the opacity slider bar to decrease/increase the transparency level of the CMP corridors.