Tag Archives: highways

Traffic, corruption, and a 40 mile traffic jam in Lagos

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A journalist recounts being stuck for 12 hours in a 40 mile traffic jam in Lagos and ties his experience to the level of corruption in Nigeria:

But the biggest problem appears to be the unsavory ties between Nigeria’s political and business elites. Under the military dictatorships of General Ibrahim Babangida and then General Sani Abacha, both from the north, a small group of northerners came to dominate the trucking business. These men have reportedly played a key role in shooting down every effort to improve or privatize the country’s moribund, British-built rail system, ensuring that almost all goods must move by road.

According to Tom Vanderbilt, the author of Traffic: Why We Drive the Way We Do (and What It Says About Us), “Traffic behavior is more or less directly related to levels of government corruption.” Vanderbilt cites a clear correlation between traffic-fatality rates per miles driven and a country’s ranking on Transparency International’s corruption index. (In terms of road safety, the Scandinavian countries fare the best; Nigeria is near the bottom of the list.)

In March, Nigerian authorities made an attempt to unclog the highway, arresting illegally parked truckers and confiscating 120 vehicles. The Nigeria Truck Owners Association retaliated by calling a one-day strike that crippled the ports. The next day, traffic was as calcified as ever. About half a dozen agencies—the Inter-Ministerial Implementation Committee on Port Approach Roads in Lagos, the Lagos State Traffic Management Agency, the Federal Road Safety Commission, the Vehicle Inspection Officers—share responsibility for keeping traffic moving on the highway, but all of them are considered toothless.

Does Vanderbilt’s correlation hold independent of a host of other factors (such as central government spending on highways, etc.)?

I suspect experiences like these would leave Americans much more grateful for their roads and highways which they can tend to complain about. It reminds me of the 2010 story of a “nine day, 100 km” traffic jam outside of Beijing. This sort of stuff simply does not happen in the United States, even in the worst case scenarios such as really bad accidents (like the smoke-caused one earlier this year in Florida) or natural disasters (such as evacuating New Orleans before Hurricane Katrina). Granted, Americans may lose many hours a year in congestion, particularly in big cities, but the traffic does eventually clear and it does have a predictability to it. In other words, well-paved, maintained, and policed roads should not be taken for granted: they aren’t guaranteed in much of the world.

Diamond grinding to reduce highway noise

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One Lake County community is paying out of its own pocket to reduce noise on I-294 by diamond grinding the road:

The village [of Green Oak] will pay nearly $338,000 for a process called diamond grinding to hopefully reduce the racket along that stretch of road.

“The idea here was to grind it and produce a quieter pavement and pavement noise in the lower frequency range so it wasn’t so obnoxious,” Village Engineer Bill Rickert said.

That sound also described as “singing” by Rickert spurred several complaints after the tollway widening was completed about three years ago, and sent village leaders on a quest for a solution…

In the simplest terms, the concrete road surface had been tined or grooved perpendicular to the road surface, he said. The diamond grinding changed the grooves to run parallel, evoking “more of a corduroy-type feel,” and theoretically producing lower noise levels in frequencies less noticeable to the human ear.

While diamond grinding emerged as the village’s proposed solution, it isn’t used by the tollway as a noise reducing technique.

It would be interesting to see how this solution compares with building sound barriers – is diamond grinding cheaper or more effective? If this is an effective technique and people agree about this, why doesn’t the Tollway use it?

I have had some more interest in this lately because our neighborhood borders a busy arterial road that is being expanded from 2 to 4 lanes. Because of this, sound barriers have been installed. I don’t think they look too bad with a sort of faux beige brick look. Granted, I don’t live in a house that backs up to these walls and I assume there is a price (in housing value) to pay for backing up to these walls. Going further, at night we can faintly hear the nearby highway that is 1.5 miles away – it is a sort of background noise. But having grown up close to a railroad track which produced more sporadic but louder noise, can’t you simply get used to these things? Perhaps the difference here is that people in these neighborhoods near the Tri-State haven’t had this level of noise until the highway was expanded.

Two years of construction on Congress Parkway yields…bleh

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The Chicago Tribune’s architecture critic Blair Kamin provides an overview of what the two years of construction of Congress Parkway have yielded…and his verdict is ambivalent:

Yet two years and innumerable construction delays later, it’s hard to muster enthusiasm for the nearly complete, $20 million undertaking, which was paid for with city, state and federal stimulus program funds. That’s not because the job has failed to accomplish what it set out to do. Rather, it’s because many of those things have been done and, still, no one would mistake the new Congress Parkway for the Champs-Elysees…

Handling more than 60,000 vehicles a day, Congress became a barrier that separated the revitalized Printers Row district to the south from the Loop to the north. The recent appearance of dormitories and other academic buildings on both sides of Congress has only accentuated its identity as an asphalt moat…

For now, though, the new features remain overwhelmed by the still-intimidating width of the road and its vast field of shiny black asphalt. The cars don’t seem to have slowed down. Engines still rev. Horns still honk. Some pedestrians still jog through crosswalks to avoid speeding cars. As cars accelerate as they near the Ike, Congress feels more like a highway than a parkway…

Perhaps that will happen, but it will be more important in the long-run for city planners to keep attacking other problems that continue to make Congress Parkway a Champs-Elysees wannabe, such as the ragged building edge and a relative lack of street-level shops. The present revamp, while welcome and attractive, is but one step down a very long road toward taming the highway monster.

Several thoughts:

1. This seems like a very unique project: how many American highways with this kind of traffic end up turning into regular city streets within a few blocks? This is a reminder of what can happen when highways are imposed on the cityscape – the construction of highways in Chicago altered a number of neighborhoods.

2. I’m not sure why Kamin refers back to Burnham’s 1909 plan when talking about this road. While the Burnham Plan tends to get idealized, how much of it was actually carried out? Going further, how much of it was even realistic with the shift to cars and highways that Burnham could have only dreamed about?

3. A major issue seems to be that Congress Parkway itself is not a living street. Traffic is not necessarily an inhibitor of an interesting street. However, if there aren’t businesses along this road itself, such as shops and restaurants, this remains simply as a road to cross rather than a place to go for its own purposes.

4. Does anyone consistently do cost-effectiveness studies of highway/road projects? Kamin notes that this project cost about $20 million and took longer than expected – can we ask whether it was worth it? Should the public have gotten more bang for their buck?

5. Fairly, Kamin notes that the streetscape is not complete and some interesting design features have yet to be installed.

Fuel efficiency goes up, gas tax revenues go down $50 billion (or so)

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A new report from the Congressional Budget Office suggests that increasing standards for fuel efficiency will leave a large deficit in highway funding:

This week, the CBO issued a new report that looked at how the upcoming, higher CAFE fuel economy rules will affect the Highway Trust Fund. The short answer? Between 2012 and 2022, the Fund will see revenues that are $57 billion lower than they would be without the new CAFE rules. The slightly longer answer:

The proposed CAFE standards eventually would cause a significant reduction in in fuel consumption by light-duty vehicles. That decrease in fuel consumption would result in a proportionate drop in gasoline tax receipts: CBO estimates that the proposed CAFE standards would gradually lower gasoline tax revenues, eventually causing them to fall by 21 percent. That full effect would not be realized until 2040 because the standards would gradually increase in stringency (only reaching their maximum level in 2025) and because the vehicle fleet changes slowly as older vehicles are replaced with new ones.

To illustrate the effect that the standards would eventually have on the trust fund’s cash flows (in 2040 and beyond), CBO examined how a 21 percent reduction in gasoline tax collections would alter the agency’s current budget projections for the trust fund, which span the period from 2012 through 2022. CBO estimates that such a decrease would result in a $57 billion drop in revenues credited to the fund over those 11 years, a 13 percent reduction in the total receipts credited to the fund.

The CBO suggests three ways to deal with the shortfalls: do nothing (i.e., keep on transferring money from the general fund), spend less on highways and mass transit or raise the gas tax (or other taxes and direct them to the Fund). An increase to the gas tax wouldn’t have to be huge. Just five cents a gallon would be enough to offset the $57 billion, the CBO says. But until Congress can agree on this simple change, there’s always the voluntary gas tax.

This isn’t idle speculation. Joel noted some commentary about this in early February 2012.

This reminds me of a recent post about the possible unsustainability of suburbia. Under the current system, we either need more drivers overall (which could then be based on population growth plus more car ownership) or people to use more gasoline (which goes against a push to be more green). Are either of these options really optimal or even desirable? Of course, the gas tax could be increased by a small amount (perhaps just a few pennies?) and the deficit would disappear. However, would this simply lead to more gas tax hikes down the road compared to the option of resetting the system so that highways are funded through a more consistent mechanism? Which politicians want to tackle this? Perhaps we are closer to a tax per mile driven than we might know?

h/t Instapundit

Argument: we need to question today’s economic equations that are based on the suburban experiment

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Here is an interesting argument regarding the American suburbs: Charles Marohn suggests the economic equations behind suburban development need to be questioned.

I’m struck by how strongly our culture associates growth and prosperity with highway construction and expansion. Tom Friedman, a respected left-of-center columnist with the New York Times, had an entire chapter in his most recent book, That Used to Be Us: How America fell behind in the world it invented and how we can come back, devoted to the concept that “our winning equation” is, in part, to invest in infrastructure and then watch prosperity flourish, just like it did in the 1950’s and 1960’s.

Of course, this ignores that fact that our investments during the first generation of America’s Suburban Experiment (1950-1975) were higher return investments that generated a lot of positive cash flow. I like to point out that, when we built the 35W bridge here in Minnesota for the first time, it connected far flung areas of the Minneapolis/St. Paul metropolitan region in a way that had not been done before. Following that investment, new commercial real estate was developed, new residential housing went in and the resulting influx of tax receipts made us feel wealthy. When the bridge fell down and had to be rebuilt, we didn’t experience all that new growth, just the costs of construction and delay. Maintenance has an entirely different set of financial metrics than new construction…

Unfortunately, we base this belief on the illusion of wealth that was created in the early years of the Suburban Experiment, where the first life cycle of horizontal expansion had produced growth for our economy and that pesky overhang of maintenance was still a decade or more away. We should know better by now, but there are few in a position to change the system that don’t benefit, at least in the short term, from it being perpetuated…

Now let me drop the bomb I’ve been alluding too: Those “benefits” that we kind of think of as prosperity, wealth or GDP; they really aren’t. There are derived from a set of narrow correlations between time saved and prosperity that we witnessed in the early 1950’s when we built those initial highways. We connected these far flung places — places only served by railroads or poorly constructed roadways prior — and we saw all kinds of economic gains. We then used that knowledge to build equations to justify expansion of the system. Nobody ever questions those equations today (why would they) and nobody stops to consider the diminishing returns of the system.

So there is not actually any money here, just a few seconds of saved time here and there that economists and engineers equate with money when they are trying to justify a project. Do you take home more money, generate more wealth for the economy or spend more of your income when you can arrive at work 45 seconds more quickly? Not me either. These equations are a joke. (If you want to learn more, read our 2010 series on Costs and Benefits.)

An interesting update to an old argument: the suburbs are unsustainable in the long run because they are based on new growth and continuous reinvestment. In the end, there won’t be enough money left to sustain it all, even if we could keep the infrastructure up to date.

Is Marohn really saying that the economic growth of the United States since the 1950s is largely an illusion? I’d like to hear about more of this aspect of the argument…

This reminds me of some of my research on suburban communities that are approaching build-out. In their earlier growth phases, these communities could expect a certain amount of money to flow in from new development and fees. However, once this stopped (and combined with the recent economic crisis), these towns are left scrambling for money. Without a good amount of new development, the budgets aren’t increasing much even as residents continue to push for equal or increased levels of service plus everything is aging (infrastructure, housing stock which makes it less attractive, municipal buildings, etc.). Is this an analogous situation?

Bonus: you even get a financial analysis of a diverging diamond interchange!

Gearing up for a “quick-take” approach to the land for the Illiana Expressway

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The Illiana Expressway has been talked about for decades but now it looks like the government is determining how to acquire the land:

Compounding the fear for the couple and hundreds of others who live along or near the 47-mile corridor is legislation pending in the Illinois House that would give the state controversial “quick-take” power to acquire land for the project.

Quick-take allows local governments to act fast in seizing land for public projects, skipping the possibly lengthy legal proceedings under eminent domain condemnation.

Anxiety levels are sky-high among many farmers and homeowners who could be affected by the expressway that would connect Illinois and Indiana. Public meetings have been standing room only. Property owners in Lake County, Ind., and Will County have been flocking to an interactive map at illianacorridor.org to see whether their homes, businesses, backyards or back 40s are within the path.

“There’s no question property can be condemned for a highway. The state or whoever is going to get it,” said Dan Tarlock, a professor at IIT Chicago-Kent College of Law. “The question is how much the landowner is going to get paid. Quick-take is designed to take first and then fight about the money.”…

State Sen. Toi Hutchinson, D-Chicago Heights, sponsored the quick-take legislation in the Senate, where it passed 44-8 on March 28. She said the measure is necessary to streamline the process so that ground can be broken for the Illiana by 2016…

Hutchinson, whose district includes much of the Illiana corridor, said the project is vital for job creation and economic development in southern Cook and northern Will counties.

This is a classic situation pitting the interests of the “greater good” versus individual property owners. The article also suggests there is little or no opposition to the project itself, rather the opposition is to how the land is seized. I wonder why the article doesn’t talk more about what prices landowners get for their property in the quick-take process compared to a more protracted process. Isn’t that what is at stake here?

Looking at the proposed routes for the expressway, who exactly is this supposed to serve? Here is the overview of the project:

Previous studies have indicated possible benefits for an east-west transportation corridor extending from I-55 in Illinois to I-65 in Indiana. These include providing an alternate route for motorists traveling the I-90/94 corridor, relieving traffic on the I-80 Borman/Kingery Expressway and U.S. 30, serving as a bypass for trucks around the congested metropolitan highways, providing access to one of the largest “inland port” intermodal freight areas in the U.S. and the proposed South Suburban Airport, supporting economic development in this area, and the potential for substantial job creation. Will County, IL was one of the fastest-growing counties in the U.S. between 2000 and 2010, adding 175,000 residents and increasing demand for additional transportation options.

This doesn’t seem aimed at the Chicago area really because a better route for the Chicago region might be to extend I-355 south and then loop it over to I-65. Is this primarily for warehouses in Will County so they can have easier access to both I-55 and I-65? Are there expectations for more suburban growth south of Chicago?

A reminder: some of funding for studying the Illiana Expressway was to come from the increased tolls on Chicago area highways.

Artists imagine post-apocalyptic world in terms of empty cities

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Two artists from France have put together a collection of photographs that feature famous city settings – with no people:

In Silent World, artists Lucie and Simon have taken the world’s most familiar and populous cities and removed all but one or two people to create the illusion of a lonely world.

In the thought-provoking work, places like the normally bustling Times Square and Tiananmen Square appear absent of their crowds.

Lucie and Simon are a duo of artists based in Paris, France, who have been working together since 2005.

According to their website, the award-winning artists focus on blurring the line between reality and fantasy in their work.

The pictures are interesting and there is even a video with the photographs and some ominous music.
But I’ll be honest: I don’t find these photos to be too jarring. There are two other forms in which I think these scenes are much more powerful:
1. Post-apocalyptic movies do a decent job with this. However, I think too many of them go for the destruction angle rather than the emptiness angle. Additionally, they often try to drive home the point too much with things like eerie music and/or loud wind noises.
2. Real life. While these artists have removed people and vehicles, you can approximate some of this in places by walking or driving around very early in the morning. That way, there is still some light but there may be no one else around. This can be very strange: the buildings are around and it looks like there should be activity but there is no one there. Or another example: walking through the Loop in Chicago later at night. Without the business activity, it is a lonely place.
What would be most disconcerting in these scenes if you were there all day by yourself. I’m reminded looking at these pictures that many of these cityscapes are not built to a human scale. For example, a lone person in Times Square without people around is simply dwarfed by the buildings. It is not just about being alone; it is also about the massive buildings around you that make you feel insignificant. Similarly, large plazas or wide highways are also not often conducive to human activity but we forget some of this when they are full of people. It reminds me of Jane Jacob’s work in The Death and Life of Great American Cities: it is more human-scale neighborhoods that people flock to anyway, not downtowns and their skyscraper canyons. In a post-apocalyptic world, people will look for other people and the majority of New Yorkers don’t live in places like Times Square. What might be even more jarring would be walking around an empty Greenwich Square.

When Chicago’s highways were new

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In a flashback, the Chicago Tribune takes a look at the effects of the major highways that first opened in the region in the late 1950s and early 1960s:

Expressway construction changed the cityscape more than anything since the Great Fire of 1871. The fire gave builders a clean canvas. But the expressways had to be threaded through labyrinths of factories and bungalows. Those in the way were sacrificed: While expressways were still on the drawing board, they were expected to cost 9,000 families their homes, probably an underestimate…

Those concrete and asphalt ribbons provided a one-way ticket out of town. Even before the Congress (now Eisenhower) Expressway reached there, a developer was chopping up west suburban farmland for a development named in its honor. The Tribune noted Arthur McIntosh deliberately put Congress Highlands’ southern boundary on “a Du Page County feeder to the expressway.”…

Local movers and shakers had long envisioned freeing traffic from congested city streets. Yet some ordinary residents couldn’t believe it even when the bulldozers began to roll. “One man forced us to get an eviction order from the court because he said he had been reading about superhighways for years and thought the whole thing was a dream,” said Chicago’s housing co-coordinator in 1949…

Only the Southwest Expressway (today’s Stevenson) didn’t displace Chicagoans, being built atop an abandoned waterway, the Illinois and Michigan Canal. The Dan Ryan not only dramatically reduced the population in its route, but by paralleling a line of public housing, it reinforced segregated neighborhoods on the South Side. The Kennedy was rerouted around the backside of St. Stanislaus Kostka Church, when Chicago’s Polish community complained the original plan would have placed it at the church’s front door.

This article illustrates the major changes that happened in many major American cities when highways that linked downtown areas to the future suburbs. But, the article hints that this wasn’t necessarily easy to do: people were displaced, neighborhoods were changed, political corruption occurred, and people battled about exactly where the highways should go. Today, they seem natural. In the 1950s, they were a big change.

This piece also seems to support the political economy view of urban growth and development. Highways didn’t just happen because people were clamoring to get to the suburbs for the cheaper land and houses. Rather, the fate of these highways were decided by wealthy businessmen and developers as well as politicians who saw opportunities. If people needed to be displaced, so be it. If highways could be used to separate the Black Belt from Bridgeport, so be it. If the jobs building the highways could be peddled into votes and connections, so be it. The example here of the DuPage developer is classic: now suburban land close to the highway was valuable.

Perhaps stories like these resonate more in Chicago since transportation plays such a big part in the city’s history and current makeup. Between being a railroad hub, having two busy airports, a port that connects the Great Lakes to the Mississippi (still a fairly large port though no longer as important), and a number of major interstates that run through or near the city, the effects of transportation changes matter.

Building intermodal facilities to relieve traffic congestion

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After examining a new report that Chicago has some of the worst traffic bottlenecks in the country, the suggestion is made not to add lanes to the highways but rather to build more intermodal facilities:

“This is a roadway that has 1950s technology that we are using for 2011 traffic,” said Don Schaefer, executive vice president of the Mid-West Truckers Association. “Aside from a few locations on the Illinois Tollway, there are very few roadways in the Chicago area that are engineered to handle 2011 traffic volumes.”

Adding highway lanes is unlikely to produce the capacity necessary to ease congestion, experts said. A partial solution involves building more intermodal facilities where truck trailers are loaded onto flatbed train cars and transported long distance by rail, then transferred to trucks for the last segment of trips.

One such facility is the sprawling CenterPoint Intermodal Center near Joliet, on the site of the former Joliet Arsenal. But even there, truck traffic is a problem on Arsenal Road leading to Interstate Highway 55.

“The state is building a new interchange to relieve traffic, but today truck traffic trying to get off I-55 southbound is backed up on to the highway,” Schaefer said.

While adding lanes may seem like “common sense,” studies consistently show that this simply encourages more traffic. Think about places have kept adding lanes like downtown Atlanta (I-75 corridor in particular) or the Los Angeles region. Traffic is still an issue during peak times and those roads are already at six or more lanes in each direction.

Intermodal facilities are an intriguing solution. A few thoughts about these:

1. Do most Americans even know what they are? If not, they should as many of their consumer items are routed through these facilities.

2. Part of the reason this article caught my attention is that just last week I drove right by the Centerpoint Intermodal Center which is just east of I-55 and just south of the Des Plaines River. The area was an interesting one: the large facility itself is surrounded by a number of warehouses and distribution centers, including Wal-Mart. When driving a car through such places, I tend to feel out of place as everything is a little bigger: the buildings, the space, the trucks. And yes, the ramp to get on I-55 northbound at Arsenal Road had a long backup of trucks.

Here is some more information on the CenterPoint Facility that just opened in 2010:

The facility will be a central spot where train containers from California, Texas and the Pacific Rim will be delivered for pick-up by trucks moving goods to warehouses and distribution centers throughout the Midwest.

CenterPoint already has an international intermodal facility in nearby Elwood. Combined, the sites will be the country’s largest inland port. In an era of high fuel costs and declining numbers of cross-country truck drivers, the facility is expected to be a more efficient, environmentally-friendly mode of hauling.

A third CenterPoint facility also is planned for Crete.

The $2 billion Joliet development – located on 3,800 acres south of Laraway Road between Brandon and Patterson roads – is the largest construction project in Will County.  It has created about 1,000 construction jobs.

3. What would it take to build more of these? One obvious question is where to put them. This one near Joliet is just outside the Chicago region and there is not much around it: an oil refinery and the Abraham Lincoln National Cemetery. Most importantly, there are not a lot of houses nearby. If you tried to build these closer to cities, I’m sure there would be NIMBY issues. Imagine if someone wanted to build a new one near the Circle Interchange in Chicago – residents would complain and the price of land would likely be prohibitive. There are some older facilities embedded in the Chicago region; for example, there is one in Chicago just south of Midway Airport between 65th and 73rd Streets. You can see Union Pacific’s Chicago region facilities here.

But these facilities are needed, particularly in the Chicago region with its radial railroad system and many at-grade crossings. In recent years, the goal has been to relieve some of the rail traffic closer to the city which was behind the fight over whether Canadian National should be allowed to purchase the Elgin, Joliet & Eastern beltline railroad that runs around the city and on which CN wanted to run more freight trains.