DOCSLIB.ORG

Urban Traffic and Transport Data I Chi Ci I in Chinese Cities

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Urban Traffic and Transport Data I Chi Ci I in Chinese Cities Country Report: Urban Traffic and Transport data in Chinese Cit ies Dr. Guo Jifu Beijing Transportation Research Center Contents • Introduction • Data System • New TdTrends About the Country Urbanization rate in China, US and Japan • United states: urbanization rate increased from 10 % in 1840 to 73 % in 1970, taking 130 years USA • Japan: urbanization rate China increase d from 11. 7% in 1898 to Japan 72 % in 1970, taking 100 years • China：maybe less than 50 years 3 Urban Sprawl 北京 Beijing成都 Chengdu 年 2003年 2009年 1993 1980年 1994年 454km² 1180km² 1350km² 60km² 106km² 上海 Shangh ha i 广州GhGuangzhou 1991年 2003年 2008年 1505km² 2288km² About the Country The Sixth Census in 2010 By the end of 2010, there are 657 Baoding Beijing cities, total 666 million urban Shijiazhuang 保定市 北京市 10.16million 1119万人 1961万人 population in China 19.61million 石家庄市 11.19million Harbin 1016万人 10.64million 哈尔滨市 1064万人 The Sixth Census: Tianjin 12.94million 天津市 13 cities with a population of over 1294万人 10 million and Suzhou 10.47million 苏州市 303 cities with over 1million in Shanghai 1047万人 23.02million 2010 上海市 万人 2302 广州市 12. 70m illion Shenzhen 10.36million 1270万人 Jing-Jin-Ji, Yangtze Delta, Pearl Chengdu 深圳市Guangzhou 14.05 million 1036万人 Rive Delta, and Chengdu- 成都市 1405万人 Chongqing Chongqing city clusters have been 28. 85 million 重庆市 formed 2885万人 5 Motorization From 1985 to 2010, the average annual growth rate of national civilian vehicle is 13.7% and that of private car shows 24% Evolution of national civilian vehicles and private cars Private Car Total Vehicles Market Rate of (10, 000) (10, 000) Private Car (%) private cars civilian cars proportion of ownership ownership private cars (Ten thousand） （Ten thousand） 6 Motorization Civilian cars ownership distribution 2010 • By the end of 2010, the number of national civilian cars reached 78.02 million • Ten cities own over 1 million civilian cars out of 339 prefecture-level (or above) cities Motorization Increased traffic congestion Shanghai上海 Yantai烟台 8 Ning bo宁波 HfiHefei合肥 Ning de宁德 Contents • Introduction • Data System • New TdTrends Institution MoT MoS MoR (Transport) (Secur ity ) (Railway) • Central Air High Sp (National) Port Railway Inter‐city Public • Province Ntl HW Security Inter‐city Railway • Municipal/City HW/Roa d Traffic Metro Manage • Suburban County/District Bus ‐ment Railway • Town/Street Taxi • Village/Community Vehicle Registration Traffic Control Traffic Data Urban Traffic / Transport Data System MTR/Bus FCD IC card Taxi IC card UTC/RTMS Bus GPS HW Intelligent Decision Coach GPS ETC Monitoring DSS Statistic IfInfras tr ucture Travel GIS Demograp Behavior hic 2. Data System Real-Time Traffic Data Traffic Flow Data（Loop/Video/MicroWave…） Floating Car Data（Taxi/ Bus/ Coach/Rental） Beijing Public Transit Card Data（Bus/MTR） IC Card Data RTMS Floating car data 2. Data System Traffic Data Collection-Survey Data Annual Resident Travel Survey Annual Car Usage Survey Traffic Count for Road Screen-Line Comprehensive Survey on Urban Transport Every Five Years Other Special Surveys 13/27 2. Data System Traffic Data Collection-GIS Data All the Metro Network netktwork are Public Transport Network associate Road Network with each other Traffic Zone Network Remote Sensing Image 2. Data System Traffic Data Collection in Beijing Data type The amount of data Obtain Data accumulation Floating car data 40000 car in the network； Real time Since 2004- 20million data per day IC Card 19 million per day Dynamic Since 2006- Taxi operator data 1 million per day Dynamic Since 2005- Highway ECT data 0.5 million per day Dynamic Since 2009- Mobile phone positioning data 18 million per day Dynamic Residents travel survey data 80,000 household Regular survey Since 2005- GIS data Road、Metro 、Public Transport Regularly Since 2002- Network update 15/27 Contents • Introduction • Data System • New TdTrends 3.1 New Trends: FCD Data and TPI Floating Car Data FCD RTMS 18 18 VR FCD RTMS 18:00 17:50 17:40 17:30 17:20 17:10 17:00 16:50 16:40 16:30 Data 16:20 16:10 Car 16:00 15:50 15:40 15:30 5 0 30 25 20 15 10 Floating Car Data Trunks Road or Frontage Accuracy: Speed 86%(Urban EXP,92%) Coverage: 90%。 km/h ） 度（ 速 速 – – – 3.1 New Trends: FCD Data and TPI Traffic Performance Index(TPI) Traffic performance index inspects road traffic conditions、 Year Analyzes transportation behavior patterns and Forecasts future Month development. Week congestiididiiddiion index is divided into five classes: (0-2) indicates free flowing traffic Daily [2-4) indicates flowing traffic Real [4-6) indicates minor congestion Time [6-8) indicates medium congestion [8-10] indicates severe congestion SiSections CidCorridor Area NkNetwork 3.1 New Trends: FCD Data and TPI Traffic Performance Index TPI: BJ vs. SH 上海和北京15分钟路网拥堵指数 上海 北京 10 8 交 通 拥 6 堵 指 数 4 2 0 7:00 7:30 8:00 8:30 9:00 9:30 10:00 10:30 11:00 16:15 16:45 17:15 17:45 18:15 18:45 19:15 19:45 20:15 20:45 21 TPI & TTI 10.0 T 8.0 P I 6.0 4.0 2.0 0.0 0 1:00 1:30 2:00 Travel Time( TT: Hours) The Black Friday Queue in 1069 km Sep 17, 2012 Beijing • Real‐time Traffic Congestion Index • http://www.bjtrc.org.cn/PageLayout/IndexReleased/Realtime.aspx 3.2 Public Transit Data By IC Card Bus OG 2007 Spring MTR Fare 2008 Spring National Festival Reform Day MTR M5 Open Public Transit Patronage Data derived from IC data System( 10,000) 25 Metro Patronage Daily Patronage (10,000) 26 Bus Operation Peak Hour Passenger Flow Peak Hour Corridor Bus Speed Subway Station Passenger Profile Livi ng CilCommercial Mixed 地铁1号线军博站 地铁5号线天通苑车站 地铁1号线国贸站 4000 8000 15000 3000 6000 10000 2000 4000 5000 1000 2000 0 0 0 6789101112131415161718192021222324 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 6789101112131415161718192021222324 -5000 -1000 -2000 -10000 -2000 -4000 -3000 -6000 -15000 -4000 进站 出站 进站 出站 -5000 进站 出站 地铁13号线回龙观车站 地铁1号线西单车站 地铁2号线西直门站 8000 8000 8000 6000 6000 6000 4000 4000 4000 2000 2000 2000 0 0 0 -2000 6789101112131415161718192021222324 6789101112131415161718192021222324 6789101112131415161718192021222324 -2000 -2000 -4000 -4000 -6000 -4000 -6000 -8000 -6000 进站 出站 进站 出站 进站 出站 28 Summary • Challenge and Opportunity? – Emerging Problem • GdGood Test‐Bed for Transport Research Welcome to Beijing, China 1. Brief introduction of BTRC Founded: January, 2002. Mission: Works as a think tank for the municipal government Main responsibilities: •Conducting researching on urban transport strategies, policies, and planning. •Coordinating and collaborating with relevant transport research institutions, integrating research findings, and providing solutions to transport problems for the government. •Collecting and publishing the city wide traffic and transport information, and compiling annual report on city transportation development. •Providing decision-making suggestions on major urban transport issues for the mun ici pal government . 1. Brief introduction of BTRC The Team Transport Transport Intelligent Social Str ategy R esearc h Administrative Planni ng MdliModeling TttiTransportation RhResearch Department Department Department Department Department Department • transportation transportation research on research and • gathering center's dldevelopmen t plilanning dldevelopmen t, dldevelop new information finance, HR, strategies and maintenance and transportation about project policies, update of technologies transportation management, • transportation transportation and approaches survey needs, secretarial economy models and • developing support, • transportation and related databases survey plans publicity city development • organizing survey implementatio n Thanks.
Load more

Recommended publications
  • Traffic Control Strategies for Congested Freeways and Work Zones
    Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA/TX-08/0-5326-2 4. Title and Subtitle 5. Report Date TRAFFIC CONTROL STRATEGIES FOR CONGESTED FREEWAYS November 2007 AND WORK ZONES Published: October 2008 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Geza Pesti, Poonam Wiles, Ruey Long (Kelvin) Cheu, Praprut Songchitruksa, Report 0-5326-2 Jeff Shelton, and Scott Cooner 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Texas Transportation Institute The Texas A&M University System 11. Contract or Grant No. College Station, Texas 77843-3135 Project 0-5326 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Texas Department of Transportation Technical Report: Research and Technology Implementation Office September 2005-August 2007 P. O. Box 5080 14. Sponsoring Agency Code Austin, Texas 78763-5080 15. Supplementary Notes Project performed in cooperation with the Texas Department of Transportation and the Federal Highway Administration. Project Title: Improved Techniques for Traffic Control for Freeways and Work Zones URL: http://tti.tamu.edu/documents/0-5326-2.pdf 16. Abstract The primary objective of the research was to identify and evaluate effective ways of improving traffic operations and safety on congested freeways. There was particular interest in finding condition-responsive traffic control solutions for the following problem areas: (1) end-of-queue warning, (2) work zones with lane closure, and (3) queue spillover at exit ramps. Available techniques considered by this research include combination of static and dynamic queue warning systems, dynamic merge control in advance of freeway lane closures, and various traffic control strategies, such as traffic diversion and ramp metering, to mitigate queue spillover at exit ramps.
    [Show full text]
  • Impact of Highway Capacity and Induced Travel on Passenger Vehicle Use and Greenhouse Gas Emissions
    Impact of Highway Capacity and Induced Travel on Passenger Vehicle Use and Greenhouse Gas Emissions Policy Brief Susan Handy, University of California, Davis Marlon G. Boarnet, University of Southern California September 30, 2014 Policy Brief: http://www.arb.ca.gov/cc/sb375/policies/hwycapacity/highway_capacity_brief.pdf Technical Background Document: http://www.arb.ca.gov/cc/sb375/policies/hwycapacity/highway_capacity_bkgd.pdf 9/30/2014 Policy Brief on the Impact of Highway Capacity and Induced Travel on Passenger Vehicle Use and Greenhouse Gas Emissions Susan Handy, University of California, Davis Marlon G. Boarnet, University of Southern California Policy Description Because stop-and-go traffic reduces fuel efficiency and increases greenhouse gas (GHG) emissions, strategies to reduce traffic congestion are sometimes proposed as effective ways to also reduce GHG emissions. Although transportation system management (TSM) strategies are one approach to alleviating traffic congestion,1 traffic congestion has traditionally been addressed through the expansion of roadway vehicle capacity, defined as the maximum possible number of vehicles passing a point on the roadway per hour. Capacity expansion can take the form of the construction of entirely new roadways, the addition of lanes to existing roadways, or the upgrade of existing highways to controlled-access freeways. One concern with this strategy is that the additional capacity may lead to additional vehicle travel. The basic economic principles of supply and demand explain this phenomenon: adding capacity decreases travel time, in effect lowering the “price” of driving; when prices go down, the quantity of driving goes up (Noland and Lem, 2002). An increase in vehicle miles traveled (VMT) attributable to increases in capacity is called “induced travel.” Any induced travel that occurs reduces the effectiveness of capacity expansion as a strategy for alleviating traffic congestion and offsets any reductions in GHG emissions that would result from reduced congestion.
    [Show full text]
  • Increasing Highway Capacity Unlikely to Relieve Traffic Congestion
    October 2015 Increasing Highway Capacity Unlikely to Relieve Traffic Congestion Susan Handy Department of Environmental Science and Policy Contact Information: University of California, Davis [email protected] Issue Reducing traffic congestion is often Increased roadway capacity induces proposed as a solution for improving fuel additional VMT in the short-run and even efficiency and reducing greenhouse gas more VMT in the long-run. A capacity (GHG) emissions. Traffic congestion has expansion of 10% is likely to increase VMT traditionally been addressed by adding by 3% to 6% in the short-run and 6% to additional roadway capacity via constructing 10% in the long-run. Increased capacity entirely new roadways, adding additional can lead to increased VMT in the short-run lanes to existing roadways, or upgrading in several ways: if people shift from other existing highways to controlled-access modes to driving, if drivers make longer freeways. Numerous studies have examined trips (by choosing longer routes and/or the effectiveness of this approach and more distant destinations), or if drivers 3,4,5 consistently show that adding capacity to make more frequent trips. Longer-term roadways fails to alleviate congestion for effects may also occur if households and long because it actually increases vehicle businesses move to more distant locations miles traveled (VMT). or if development patterns become more dispersed in response to the capacity An increase in VMT attributable to increases increase. One study concludes that the BRIEF in roadway
    [Show full text]
  • Congested Development: a Study of Traffic Delays
    Congested Development A Study of Traffic Delays, Access, and Economic Activity in Metropolitan Los Angeles September 2015 A Report to the John Randolph and Dora Haynes Foundation Andrew Mondschein, PhD (University of Virginia) Taner Osman, PhD (UCLA) Brian D. Taylor, PhD (UCLA) Trevor Thomas (UCLA) Institute of Transportation Studies UCLA Luskin School of Public Affairs 3250 Public Affairs Building Los Angeles, CA 90095-1656 (310) 562-7356 [email protected] www.its.ucla.edu ii Executive Summary For years Los Angeles has been ranked among the most traffic congested metropolitan areas in the U.S., often the most congested. This past year the Texas Transportation Institute (TTI) ranked LA second only to Washington D.C. in the time drivers spend stuck in traffic. Such rankings are lists of shame, tagging places as unpleasant, economically inefficient, even dystopian. Indeed, the economic costs of chronic traffic congestion are widely accepted; the TTI estimated that traffic congestion cost the LA economy a staggering $13.3 billion in 2014 (Lomax et al., 2015). Such estimates are widely accepted by public officials and the media and are frequently used to justify major new transportation infrastructure investments. They are based on the premise that moving more slowly than free-flow speeds wastes time and fuel, and that these time and fuel costs multiplied over many travelers in large urban areas add up to billions of dollars in congestion costs. For example, a ten mile, ten minute suburb-to-suburb freeway commute to work at 60 miles per hour might occasion no congestion costs, while a two mile, ten minute drive to work on congested central city streets – a commute of the same time but shorter distance – would be estimated to cost a commuter more than 13 minutes (round trip) in congested time and fuel costs each day.
    [Show full text]
  • Analysis of Historical Traffic Speeds in Chicago C
    Analysis of Historical Traffic Speeds in Chicago C. Scott Smith, PhD AICP Assistant Director Chaddick Institute for Metropolitan Development DePaul University [email protected] 562-221-5107 (cell) 312-362-5770 (office) This analysis briefly summarizes geographic and temporal trends in arterial traffic speeds in Chicago. The analysis was carried out using traffic congestion data made available by the City of Chicago. The dataset reports traffic congestion or vehicle speeds by traffic region. Traffic regions are groupings of two or three adjacent community areas that are thought to have similar traffic conditions. The dataset summarizes average speeds for each traffic region over a five-year period beginning January 2013 through February 2018 (although seven months of data are missing for 2015). The speed data are logged as part of the City of Chicago Traffic Tracker program which estimates traffic congestion on Chicago’s arterial or non-freeway streets continuously via GPS traces received from Chicago Transit Authority (CTA) buses. Congestion by traffic region provides average speeds for all arterial street segments within a region. The data must be interpreted with some caution given that there can be considerable volatility in traffic segment speed due to a broad number of factors including frequent transit stops, crashes and construction. The city emphasizes that, “[s]peed on individual arterial segments can fluctuate from heavily congested to no congestion and back in a few minutes” although, when averaged over a 24-hour period, the estimates likely provide an adequate representation of actual traffic patterns. The dataset used for the following analysis has a total of 6,275,764 records, each of which includes information on bus counts, reads, average daily speeds and traffic region.
    [Show full text]
  • Los Angeles Transportation by the Numbers MEETING the REGION’S NEED for SAFE, SMOOTH and EFFICIENT MOBILITY
    Los Angeles Transportation by the Numbers MEETING THE REGION’S NEED FOR SAFE, SMOOTH AND EFFICIENT MOBILITY AUGUST 2018 TRIPNET.ORG Founded in 1971, TRIP ® of Washington, DC, is a nonprofit organization that researches, evaluates and distributes economic and technical data on surface transportation issues. TRIP is sponsored by insurance companies, equipment manufacturers, distributors and suppliers; businesses involved in highway and transit engineering and construction; labor unions; and organizations concerned with efficient and safe surface transportation. LOS ANGELES AREA KEY TRANSPORTATION FACTS THE HIDDEN COSTS OF DEFICIENT ROADS Driving on Los Angeles area roads that are deteriorated, congested and that lack some desirable safety features costs the average driver $2,995 annually in the form of additional vehicle operating costs (VOC) as a result of driving on rough roads, the cost of lost time and wasted fuel due to congestion, and the financial cost of traffic crashes. California drivers lose a total of $61 billion each year as a result of driving on deficient roads. LOS ANGELES AREA ROADS PROVIDE A ROUGH RIDE Due to inadequate state and local funding, 79 percent of all major roads and highways in the Los Angeles area are in poor or mediocre condition. Fifty-seven percent of the area’s major urban roads are in poor condition and 22 percent are in mediocre condition. Eleven percent of Los Angeles area roads are in fair condition and ten percent are in good condition. Driving on rough roads costs the average driver in the Los Angeles area $921 annually in extra vehicle operating costs, including accelerated vehicle depreciation, additional vehicle repair costs, increased fuel consumption and increased tire wear.
    [Show full text]
  • Control of Highway Access Frank M
    Nebraska Law Review Volume 38 | Issue 2 Article 4 1959 Control of Highway Access Frank M. Covey Jr. Northwestern University Law School Follow this and additional works at: https://digitalcommons.unl.edu/nlr Recommended Citation Frank M. Covey Jr., Control of Highway Access, 38 Neb. L. Rev. 407 (1959) Available at: https://digitalcommons.unl.edu/nlr/vol38/iss2/4 This Article is brought to you for free and open access by the Law, College of at DigitalCommons@University of Nebraska - Lincoln. It has been accepted for inclusion in Nebraska Law Review by an authorized administrator of DigitalCommons@University of Nebraska - Lincoln. CONTROL OF HIGHWAY ACCESS Frank M. Covey, Jr.* State control of both public and private access is fast becom- ing a maxim of modern highway programming. Such control is not only an important feature of the Interstate Highway Program, but of other state highway construction programs as well. Under such programs, authorized by statute, it is no longer possible for the adjacent landowner to maintain highway access from any part of his property; no longer does every cross-road join the highway. This concept of control and limitation of access involves many legal problems of importance to the attorney. In the following article, the author does much to explain the origin and nature of access control, laying important stress upon the legal methods and problems involved. The Editors. I. INTRODUCTION-THE NEED FOR ACCESS CONTROL On September 13, 1899, in New York City, the country's first motor vehicle fatality was recorded. On December 22, 1951, fifty- two years and three months later, the millionth motor vehicle traffic death occurred.' In 1955 alone, 38,300 persons were killed (318 in Nebraska); 1,350,000 were injured; and the economic loss ran to over $4,500,000,000.2 If the present death rate of 6.4 deaths per 100,000,000 miles of traffic continues, the two millionth traffic victim will die before 1976, twenty years after the one millionth.
    [Show full text]
  • Evaluating the Traffic and Emissions Impacts of Congestion Pricing In
    sustainability Article Evaluating the Traffic and Emissions Impacts of Congestion Pricing in New York City Amirhossein Baghestani 1,*, Mohammad Tayarani 2, Mahdieh Allahviranloo 1 and H. Oliver Gao 2 1 Department of Civil Engineering, The City College of New York—CUNY, New York, NY 10031, USA; [email protected] 2 School of Civil & Environmental Engineering, Cornell University, Ithaca, NY 14853, USA; [email protected] (M.T.); [email protected] (H.O.G.) * Correspondence: [email protected]; Tel.: +1-347-828-6676 Received: 15 March 2020; Accepted: 29 April 2020; Published: 1 May 2020 Abstract: Traffic congestion is a major challenge in metropolitan areas due to economic and negative health impacts. Several strategies have been tested all around the globe to relieve traffic congestion and minimize transportation externalities. Congestion pricing is among the most cited strategies with the potential to manage the travel demand. This study aims to investigate potential travel behavior changes in response to cordon pricing in Manhattan, New York. Several pricing schemes with variable cordon charging fees are designed and examined using an activity-based microsimulation travel demand model. The findings demonstrate a decreasing trend in the total number of trips interacting with the central business district (CBD) as the price goes up, except for intrazonal trips. We also analyze a set of other performance measures, such as Vehicle-Hours of Delay, Vehicle-Miles Traveled, and vehicle emissions. While the results show considerable growth in transit ridership (6%), single-occupant vehicles and taxis trips destined to the CBD reduced by 30% and 40%, respectively, under the $20 pricing scheme.
    [Show full text]
  • Since Phase I of the Cairo Traffic Congestion Study Is an Analysis Of
    TRAFFIC CONGESTION IN CAIRO AN OVERVIEW OF THE CAUSES AS WELL AS POSSIBLE SOLUTIONS Since Phase I of the Cairo Traffic Congestion Study is an analysis of the causes of Cairo congestion only as well as the preliminary estimation of economic cost, this overview also provides potential solutions, based on the work of the ongoing Phase II of the Cairo Traffic Congestion Study and previous studies, including the World Bank’s Proposed Urban Transport Strategy for Greater Cairo. 1. Traffic congestion and delays in Cairo are going from bad to worse. When making a trip during peak hours, one should expect at least double the normal travel time. To reach an important meeting on time, one has to allow for additional time to cope with unexpected but frequent delays resulting from road accidents, security checks, and vehicle breakdowns. Average speeds on major corridors are at least half (15-40km/h) the normally expected speeds (60-80 km/h), and speeds on some local roads in central Cairo are even worse, sometimes making it faster to make short trips on foot. 2. There are many causes for traffic congestion in Cairo. Fuel subsidies make gasoline and diesel inexpensive, encouraging more private cars on the road, and even large investments in highways will not keep pace with growing traffic congestion. Cars are either circulating or parked on the streets, thereby blocking the traffic, since there are no or few parking facilities. The metro ridership is high, but the metro coverage is very limited for a city as big as Cairo, and buses are few and old.
    [Show full text]
  • Traffic Congestion in the Boston Region: Beyond the Daily Commute
    Traffic Congestion in the Boston Region: Beyond the Daily Commute March 7, 2019 Ryan Hicks Boston Region Metropolitan Planning Organization Purpose of study • To quantify nontraditional congestion patterns using big data • To locate corridors that are congested during nonpeak period times and events What is Nontraditional Congestion? • Sporting Events • Weekends • Parades • Holidays • Fridays Case Study and Corridor Selection Selected events from 2015 based on the following: • Data availability • Perceived impact of event Selected corridors for analysis: • Network of interest for each event may include specific corridors or the entire transportation network Performance Monitoring • Highway Performance Measures INRIX • Safety Performance Measures MassDOT Crash database • Transit Performance Measures MBTA Back on Track data • Freight Performance Measures NPMRDS Freight Dataset Case Studies • New England Patriots Regular Season Games • Saturdays • Fridays • Red Sox Weekday Games • Super Bowl Parade • Wednesday before Thanksgiving • Black Friday Case Study: Patriots Game Days Game times: 1:00 PM games Dates: Six regular season games between September and December 2015 Times monitored: 9:00 AM to 8:00 PM Roadways analyzed: I-95 and Route 1 Route 1 Northbound 4:45 PM to 5:45 PM Route 1 Route 1 Performance Northbound Northbound Measure Weekday Game Day Distance (miles) 13.76 13.76 Congested minutes 5:52 16:24 per hour Average travel time 22:57 34:06 (minutes) Average speed (MPH) 35.97 24.21 Average delay (minutes) 6:13 17:22 Travel time index
    [Show full text]
  • A Proposal for Cordon Congestion Pricing in Boston UEP 235 | December 2019
    CLEARING THE AIR Cartographer: Andrew McFarland A Proposal for Cordon Congestion Pricing in Boston UEP 235 | December 2019 Air Quality Social Vulnerability Traffic Crashes Bus Stop Proximity Results Suitability Initial Introduction It’s no secret that traffic congestion has these systemwide benefits, congestion been getting worse in Metro Boston in pricing could have considerable impacts for recent years. Congestion pricing, charging communities that are more vulnerable to Final Proposed Congestion Pricing Zone drivers a fee for using high-demand roads, traffic emissions exposure, such as children, is one proven policy intervention for seniors, people of color, and people with reducing vehicular trips in urban areas. respiratory illnesses. Given these potential London’s Congestion Charge Zone, which effects, which parts of Boston would most has been in place since 2003, has been benefit from a congestion pricing zone? How associated with significant effects, such as can this policy advance equity and livability an increase in bus ridership and a in the city? reduction in traffic crashes. In addition to Methodology To answer my questions, I conducted a suitability raster analysis based on 1) who is currently most likely to be negatively impacted by traffic congestion in Boston, and 2) where there is potential for transportation modeshift. The variables that contributed to this analysis were 1) pollutants associated with transportation emissions, 2) rates of traffic crashes, 3) proximity to bus stops, and 4) London’s congestion charge has been associated concentrations of socially vulnerable with significant air quality & modeshift benefits. communities (children, seniors, people of Source: This Is Money color, and those with respiratory illnesses effects, I ran a Euclidean distance analysis for and other diseases).
    [Show full text]
  • Mitigating Traffic Congestion the Role of Demand-Side Strategies
    MITIGATING TRAFFIC CONGESTION THE ROLE OF DEMAND-SIDE STRATEGIES MITIGATING TRAFFIC CONGESTION THE ROLE OF DEMAND-SIDE STRATEGIES BY The Association for Commuter Transportation WITH URBANTRANS C O N S U L T A N T S AND IN PARTNERSHIP WITH: U.S. Department of Transportation Federal Highway Administration OCTOBER 2004 MITIGA TING T R A F F I C C ONGESTION ACKNOWLEDGEMENTS PRINCIPLE AUTHORS Kevin Luten UrbanTrans Consultants Katherine Binning Parsons Brinckerhoff Deborah Driver UrbanTrans Consultants Tanisha Hall UrbanTrans Consultants Eric Schreffler ESTC WITH CONTRIBUTIONS FROM Stuart Anderson, UrbanTrans Consultants Fox Chung, UrbanTrans Consultants Joddie Gray, UrbanTrans Consultants Justin Schor, UrbanTrans Consultants David Ungemah, UrbanTrans Consultants Tad Widby, Parsons Brinckerhoff Tammy Wisco, Parsons Brinckerhoff FOR ADDITIONAL INFORMATION: Association for Commuter Transportation PO Box 15542 Washington, DC 20003-0542 ACKNOWLEDGEMENTS 202.393.3497 • 678.244.4151 (fax) [email protected] www.actweb.org 4 THE ROLE OF DEMAND-SIDE STRATEGIES MITIGA TING T R A F F I C C ONGESTION FORWARD Note From the Director Office of Transportation Management, Office of Operations Federal Highway Administration As we advance further into the 21st Century, strategies to manage demand will be more crit- ical to better transportation operations and system performance than strategies to increase capacity (supply) of facilities. The inability to easily and quickly add new infrastructure, coupled with the growth in passenger and freight travel, have led to the need for transporta- tion system managers and operators to pay more attention to managing demand. The original concepts of demand management took root in the 1970s and 1980s from legitimate desires to provide alternatives to single occupancy commuter travel – to save en- ergy, improve air quality, and reduce peak-period congestion.
    [Show full text]