Mike Heiligenstein: A Case Study

Worldwide vehicular traffic has increased by 3.6% in the last year alone. With over a billion motorized “units” occupying our roadways, traffic is a number one topic. Whether we personally contribute to the growing number, or not we are nonetheless effected by it.

There has always been a demand for roads in the United States as roads are essential in the development of a nation. The national interstate highway system was America’s solution for the need of a road system that would stretch from coast to coast. The United States Interstate Highway System is a landmark project and often considered one of the greatest public works projects in American history by making travel by automobile faster, cheaper, safer and more convenient. New roads have been a necessity on our country ever since Henry Ford began to produce the automobile back in in 1903.

We, the Houstonians, need our roadways vastly improved as it’s beyond a necessity. As of right now, they’re only a ticking time bomb that could change Houston’s economy in just a few days. If such things as road maintenance, safety laws and measures to reduce congestion aren’t put in place, then our future is

The team addresses that the main purpose of the study is to address long-term inter-regional transportation problems and opportunities and to consider alternative actions to addrees these issues as part of developing an integrated, multi-modal transportation system that permits the capable movement of people and goods, and provides better economic and transportation linkages between urban growth centres in the GTA west study area (figure 1) (Transportation development strategy report, 2012). In order to finalize the purpose of the study, the project team identified the specific transportation problems and opportunities within the study area (Transportation development strategy report, 2012). They developed, assessed and evaluated a range of Area Transportation System Alternatives to address the identified issues relating to transportation, and opportunities presented within the study area (Transportation development strategy report, 2012). Lastly, the team recommended a Transportation Development Strategy based on the Area Transportation System Alternatives supported onward from the assessment (Transportation development strategy report,

Thank you for providing the Land use Development/Intergovernmental Review/Community and Regional Planning (LD/IGR) the opportunity to review and comment on the Draft Project Report on Interstate Route 10 (I-10). The purpose of the Project is to improve traffic operations on the I 10 freeway in San Bernardino County to reduce congestion, increase throughput, and enhance trip reliability for the planning design year of 2045. We offer the following recommendations and comments on the Draft Project Report:

It would allow residents to easily cross the road without having to worry about the cars and buses that are constantly zooming along the road. Until the plans are approved residents are stuck running across the road, illegally jaywalking in a break of traffic.

As an independent, regional, government agency, the Central Texas Regional Mobility Authority seeks to enhance the Williamson and Travis transportation needs. Established in 2002, the authority mission statement focuses on engaging innovative transportation choices to elevate the quality of life and stimulate the economic marketplace in Central Texas.

The agreement moves a number of risks from VDOT (and the taxpayer) to the private developer. CBE has unrestricted rights to set tolls, but assumes the risk of lower-than-projected toll revenues. All project costs will be covered by anticipated tolls. Any excess revenue made, are shared with VDOT. This agreement is in place for the next 80 years.

With Atlanta’s ever growing traffic issues, something must be done to stem the flow of increasing congestion levels. At this point, a viable option seems to be express lanes. This possibility involves either repurposing a pre-existing lane or building a new lane that functions as a lane meant for fast moving traffic. This lane’s traffic would have no intention of stopping, similar to a high-occupancy vehicle lane. However, unlike high-occupancy vehicle lanes, these expressways do not directly incentivize carpooling. Instead, they equate money to time lost, which is a much stronger method to incentivize people. Tolled expressways were chosen for their versatility and wide ability of implementation and use. Exits to the toll lanes are placed

“The future of transportation” explains the future innovations of transportation technologies. More fuel efficient robotics and driverless vehicles will reduce costs for businesses as well as lessen accident occurrences by as much as 90% through the mitigation of human error. Additionally, technologies such as vacuum tubes integrated into the interworking’s of the city to enact product deliveries will reduce traffic congestion and pollution. ("Future of Transportation," n.d.)

I don’t think people that are carpooling will enjoy this idea because it means more people in the express lanes which may not reduce congestion. I think by adding these express lanes, they are making us pay more taxes.

MAP-21 provides an array of provisions designed to increase innovation and improve efficiency, effectiveness, and accountability in the planning, design, engineering, construction and financing of transportation projects. Building on FHWA’s “Every Day Counts” initiative, MAP-21 changes will speed up the project delivery process, saving time and money for individuals and businesses, and yielding broad benefits nationwide. Some MAP-21 provisions are designed to improve efficiency in project delivery, broadening the ability for States to acquire or preserve right-of-way for a transportation facility prior to completion of the review process required under the National Environmental Policy Act of 1969 (NEPA), providing for a demonstration program to streamline the relocation process by permitting a lump sum payment for the acquisition and relocation if elected by the displaced person, enhancing contracting efficiencies, and encouraging the use of innovative technologies and practices.

The Virginia Department of Transportation (VDOT), as its name implies, is a governmental agency responsible for transportation in the state of Virginia. It was established in 1906 with the goal “to build and maintain safe, efficient, convenient systems that would bolster the economy and make travel in Virginia a rewarding and pleasant experience” (ctb. virginia.gov). Since then, the VDOT has kept its objectives as it is still not only responsible for building, maintaining, and operating the roads, bridges, and tunnels, but for conducting numerous projects and studies to determine the needs, costs and impacts of proposed highway project across the State. The agency has nine highway districts which are divided into twenty-nine residencies and two district satellite offices responsible for one to four counties each, with its headquarter

Being a child in a military family, I’ve seen a lot of highways and interstates, whether they’re well-maintained or extremely hectic. These roads are what connect the entire country and make travel easier. The history of our interstate-highway systems involved many bumps in the road, but the United States greatly benefitted from the building of these systems. Some challenges and benefits faced by the government when creating the highway system were the need for safer roads, funding for construction, and being an economy booster, while future challenges and benefits, as stated by U.S. Secretary of Transportation, Elaine L Chao are predicted to be keeping safety the number one priority of the roads, the President announcing a budget for transportation systems, and smart technology still requiring human interaction.

Traditional tolling methods often cause delays and back up traffic. E-ZPass was originally developed for use by several toll agencies in the Northeast Corridor spanning New York, New Jersey, and Pennsylvania. In 1990, seven toll facilities from the states of NY, NJ and PA joined to form the E-ZPass Interagency Group. These 7 seven agencies represented almost 40% of all U.S. toll transactions and nearly 70% of all U.S. toll revenue.3 E-ZPass was first deployed on the Thruway at Spring Valley toll plaza on August 2, 1993 and over the course of 3 and a half years, E-ZPass was implemented throughout the whole length of the corridor.4