Information regarding the geometrics of the roadway segment is typically obtained from field visits, as-builts, survey files, the agency’s GIS database, or online maps. TxDOT’s Statewide Planning Map and Open Data Portal are good sources for finding information on bridge crossings, vertical clearances, shoulder widths, and other important roadway-related elements. When collecting information from online maps, it is crucial to check the date of the aerial and verify it is not outdated. Field verification of geometry may be necessary depending on the date of the aerial. See

Appendix H, Section 1 – External References (Reference 4)

for a link to the Statewide Planning Map

and Appendix H, Section 1 – External References (Reference 5)

for a link to the Open Portal website.

When performing a corridor planning project, it is important to consider projects that affect the study area. Sources for this information include Traffic and Safety Analysis Procedures Manual | 2024 7-8 TxDOT’s Project Tracker website, TxDOT Connect, and the UTP. Furthermore, TxDOT Districts within the study area may have more detailed and up-to-date information on projects. It is recommended to check these resources to determine whether any projects on or adjacent to the corridor could affect the study. Present any relevant projects to the Steering Committee, incorporating and accounting for any identified improvements in the corridor study. To better understand previous active transportation planning efforts in an area, engineers and planners can reference the Active Transportation Plan Inventory. This interactive reference map allows users to identify locations across Texas where Active Transportation Plans (ATPs) Texas have been completed. ATPs are stakeholderinfluenced plans that help guide active transportation projects, programs, and policies within a jurisdiction. See

Appendix H, Section 1 – External References (Reference 6)

, for a link to the Project Tracker website and

Appendix H, Section 1 – External References (Reference 7)

for a link to the UTP website.

MPOs also have a regional transportation plan, which is a long-term (20-year) plan that includes projects, programs, and policies aimed at addressing various issues such as mobility, sustainability, maintenance, and funding.

For corridor planning projects that involve interaction with border crossings, border towns, or facilities adjacent to the border, it is important to get information on the flow of goods and people between United States and Mexico. The Bureau of Transportation Statistics (BTS) provides data and statistics on multimodal freight (highway, rail, aviation, maritime, etc.), transportation economics, commercial aviation, and border crossing data. Information related to the import and export of commodities can be found on the website by port of entry and can be filtered by different time frames and mode of transportation. Data related to Mexico is available on the website for the National Institute of Statistics, Geography, and Informatics (INEGI). This website has information related to demographics (education, employment, population), economy and productive sectors (trade, manufacturing, GDP, transport), geography and environment (maps, environment), and government-related information. This data may be downloaded in a spreadsheet format and broken down by geography and year. See

Appendix H, Section 1 – External References (Reference 8)

for a link to the INEGI website.

TxDOT’s CRIS database has crash-related information that can be queried by year and location. This data is typically acquired for the corridor planning analysis to determine crash concentrated areas. It is recommended to identify crash countermeasures to reduce the severity and number of crashes. For projects that need FHWA approval, obtain crash data through the CRIS helpdesk or TxDOT’s TRF Division. For projects that do not need FHWA approval, crash data can also be downloaded through the CRIS website. See

Appendix H, Section 1 – External References (Reference 9)

for a link to the CRIS website.

The State’s highway system is seen as a crucial part of not just the movement of people, but also goods and services. Depending on the type of corridor planning process being performed, a preliminary economic analysis of existing conditions in the study limits could be needed. The Bureau of Labor Statistics (BLS) provides information on employment, productivity, pay and benefits, inflation, prices, and much more. Data from BLS can be used to determine earnings by demographics or by industry, or employment within the study limits. See

Appendix H, Section 1 – External References (Reference 10)

for a link to the BLS website. The United States Bureau of Economic Analysis (BEA) provides information on GDP, international trade and investment, industries, employment, and other topics. Data can be broken down by geographies and industries. See

Appendix H, Section 1 – External References (Reference 11)

for a link to the BEA website.

The Texas Demographic Center and the United States Census Bureau also has information related to population and socioeconomic related information.

TxDOT also has access to IHS Markit data, which breaks down employment, income, population, GDP, and other socioeconomic data by county. It includes historical data as well as data projected out 20 to 30 years.

The Texas Historical Commission (THC) is a state agency that has a GIS database that includes information related to historical sites, historical markers, cemeteries, county courthouses, and more. Another useful resource for environmental-related data is TNRIS. This online database has information regarding natural resources such as flood areas, culverts, bridges, low points, ground covers, and the Federal Emergency Management Agency (FEMA) zones.

Environmental data related to US Fish and Wildlife Service (USFWS) and US Army Corps of Engineers (USACE) can be reviewed as well. While information related to these resources is tied more to the Environmental Assessment (EA) process, avoiding areas such as wetlands, critical habitats, and superfund sites could help prevent untimely changes that affect the design, cost, and schedule.

Assets of other external agencies could play a decisive factor in the evaluation of alternatives. It is recommended to consider the impacts of railroads, irrigation/water resource entities, navigable waterways (US Coast Guard-regulated waters), Environmental Protection Agency superfund sites and concentrated areas (e.g., abandoned underground storage tanks), and Federal Aviation Administration (FAA) airport vicinity restrictions. Significant utilities such as interstate pipelines, fiber optic backbones, and overhead transmission lines can be considered as well. Mitigating impacts for such complications can be a costly and lengthy process.

Collect historical traffic counts for multiple locations on the corridor and the surrounding area. These counts can be gathered from the STARS database or other publicly available count databases from regional MPO, county, or city websites. Once all the count locations are determined and the count data is gathered, linear regression analysis is typically performed for the individual locations to determine historical growth rates. It is recommended to check historical counts for any outliers and removed if necessary. Determine historical growth rates for up to 20 years’ worth of data, if available. After determining historical growth rates for individual roadway segments, an overall historical growth rate is typically calculated for the corridor. An

example

of the historical growth rate calculation is provided in

Appendix D, Section 4 – Regression Calculations

. More detailed information regarding the overall process can be found in

Chapter 3

and the TPP Traffic Forecasting Analysis SOP. Use engineering judgement to determine if the overall historical growth rate is reasonable. To help in the decision process, evaluate proposed developments, land use data, demographics, and future growth trends (see Traffic Demand Model section below) to see if the calculated projected growth rate needs to be adjusted.

In addition to historical counts, segment counts and classification counts may be collected at key locations on the corridor. TMCs may be conducted at all study intersections. These traffic counts form the basis of the existing conditions traffic analysis, safety analysis, and traffic projections.

Truck freight can be an important part of the overall characteristics of a corridor. Data related to truck freight could be helpful in determining future needs for the corridor. The following sources could be used to determine truck freight traffic:

Additional information regarding freight analysis and data types is presented in

Chapter 14

. Some of these data sources may need a licensing agreement or non-disclosure agreement from TxDOT to allow the requester access.

A TDM is another useful tool in determining future traffic projections and growth rates. Reference MPO TDM outputs to help determine growth rates for a corridor, if available. Outside of MPO boundaries, TPP’s Statewide Analysis Model (SAM) may be referenced to determine growth rates for corridors.

Speed and travel time data may be useful for corridor planning projects to determine areas of bottlenecks. Give additional attention to bottlenecks to determine different types of mitigations that may relieve congestion. Mitigations might include widening the roadway or adding intersection capacity by adjusting signal timing or providing turn lanes.

Another MOE of interest for corridors is travel time reliability. Travel time reliability helps measure the extent of unexpected delay. Most drivers traveling during peak hours expect some amount of delay. An expected delay is typically accounted for and drivers often adjust their schedules accordingly to get to where they are going on time. The frequency and extent of unexpected delays cause driver’s greater frustration. Travel time reliability is the consistency or dependability in travel times, as measured from day to day and/or across different times of day.

TxDOT has subscriptions with vendors that provide speed, congestion, travel time, and travel time reliability data. For more information regarding the vendors or accessing this type of data, see

Chapter 2, Section 2.3.3

.

OD data can be helpful in determining useful travel behaviors and patterns, such as:

For more information on accessing OD data, see

Chapter 2, Section 2.3.3

.