Strategic Issues Facing Transportation, Volume 5: Preparing State Transportation Agencies for an Uncertain Energy Future (2014) / Chapter Skim
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231 In certain plausible energy futures, driving could become much cheaper on a per-mile basis. This would support higher growth in vehicle miles of travel for both cars and trucks, in turn leading to greater traffic congestion and possibly more vehicle crashes and fatalities.
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232 of increasing the ratio of the available road space to the number of vehicles traveling in a corridor, in turn reducing traffic congestion. Over the short term, congestion reduction can be dramatic.
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233 due to greater global demand for resources. Additionally, some projects can be far more expensive than the base costs listed by ARTBA.
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234 DOTs, for example, are piloting truck-stop and rail corridor electrification projects to reduce emissions and create idlefree zones. The Port of Long Beach's (POLB)
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235 a port connector facility, could provide significant economic development and trade benefits to regional economies. Environment and public health -- moderately positive (uncertain)
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236 often controversial tool for reducing traffic congestion, generally in urban areas or along specific corridors. K.3.1 Supportive Policies To date at least four broad forms of congestion pricing have been implemented or considered.
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237 Parking pricing. The concept of congestion pricing can also be applied to rates for on-street parking, as described by Shoup (2005)
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238 peak-hour travel on the SR-91 express lanes, per data reported by Obenberger (2004) , traffic speed in the priced lanes averaged 60 to 65 miles per hour, while traffic speed in the adjacent heavily congested general-purpose lanes averaged just 15 to 20 miles per hour.
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239 Barth and Boriboonsomsin (2007) found that per-mile emissions are lowest for travel speeds in the range of 40 to 60 miles per hour and much higher under more congested conditions.
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240 amount to which they need to rise in order to maintain optimal flow -- offers a helpful measure of the disparity between demand and available capacity. Assuming that travel behavior correlates at least roughly with economic activity, the relative level of congestion tolls on different facilities should help clarify where additional capacity investments would allow for the greatest productivity gains.
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241 revenue sources such as fuel taxes and registration fees, many toll roads are operated by private industry. If a state were to pursue broad application of congestion tolls, it might choose to engage one or more private firms to assist in setting up and operating the system.
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242 ing weather events, to smooth vehicle flows during periods of roadway congestion and prevent shockwaves that reduce vehicle throughput or cause rear-end collisions, and to optimize aggregate fuel consumption and emissions based on environmental factors (RITA 2012b)
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243 K.4.4 Other Effects From a broader perspective, the effects of ITSs should be positive for both the economy and the environment, and neutral with respect to equity concerns. Economy -- highly positive.
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244 K.5 Transportation Systems Management and Operations TSM&O encompasses systems, services, and projects -- potentially multimodal and cross-jurisdictional -- involving the collection, analysis, and application of real-time and archived system performance data to actively manage transportation infrastructure and services. TSM&O applications seek to make more efficient use of existing capacity and to improve the security, safety, and reliability of transportation systems (FHWA 2008b)
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245 special event traffic more quickly -- can help mitigate these challenges. Emergency medical services, fire, police, and tow operators are all key partners with transportation agencies in implementing incident management strategies.
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246 previously, is to reduce traffic delays. Given that vehicle fuel economy is much lower in heavily congested stop-and-go traffic conditions (Barth and Boriboonsomsin 2007)
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247 Statistics and Analysis 2010)
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248 greater traffic safety by increasing the level and pace of investments in projects aimed at reducing crashes from roadway departures, collisions at intersections, and collisions involving pedestrians and cyclists. Depending on the state, and recognizing the need to allocate scarce resources to address a broader spectrum of DOT activities, increased investment in safety projects could require a state to augment transportation revenue.
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249 If safety improvements are pursued in a strategic manner that focuses on problem areas rather than on projects or in communities that can afford to install enhancements, overall equity may improve moderately. K.6.5 Barriers The main barrier to more aggressive pursuit of the safety measures discussed as part of this strategy relates to financial cost.
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250 I-95 Corridor Coalition.
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