Tag Archives: roads

Improving suburban roads in Montgomery County

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The suburbs are full of roads. But, as many have noted, these roads are primarily built for the fastest automobile speeds between Points A and B. Montgomery County, Maryland has put together a plan to improve their roadways:

As a result, Montgomery has actually been in the business of “retrofitting” or “repairing” the suburbs (very gradually, to be sure) since before planners began to call it that. Now, it has undertaken a pilot study on two stretches of roadway in the county to evaluate the use of green infrastructure – strategically placed vegetation and other methods that reduce polluted runoff by using or mimicking natural hydrology – along with measures to better accommodate pedestrians and bicyclists. One is an arterial road that goes through residential areas, the other a wide commercial street. Both showed there was much potential, and Montgomery is now planning to integrate more environmental features into its streets…

Note that the changes are not extensive, for the most part, but incremental: subtle narrowing of traffic lanes to slow auto speed; plantings in medians, along sidewalks and in parking lots to capture and filter rainwater; bike lanes and wider sidewalks to accommodate non-motorized users; striping to mark a people-first pedestrian lane where a sidewalk may not be feasible…

There’s a lot to like about Montgomery’s initiative, including that it brings together three relatively new and successful – but often independently successful – lines of sustainability thinking and planning: redesigning suburbs; green infrastructure; and “complete streets” that accommodate all types of users. It reminds us that the greatest potential for sustainable communities lies with the integration of ideas and purposes. I hope this kind of initiative continues to catch on.

This seems to include a number of techniques New Urbanists have talked about for years.

What I like best about this is that it is hard to argue against these changes. Generally, busy roads are either nondescript or unattractive so these changes help improve the aesthetics. Runoff is a common suburban problem and no one likes having to drive through big puddles. Carving out space for other users of the roads would appeal to a lot of people (as long as the bikers and drivers can get along – not a guarantee in some places). And this should be safer as we know that narrower roads tend to slow drivers down.

The only problem that I could envision: how much do these subtle but helpful changes cost? It might be a good amount of money upfront but then reduced costs (and perhaps even savings?) down the road (fewer accidents, fewer cars on the road so less road maintenance, etc.). Are taxpayers willing to pay to improve already pretty good roads (generally defined as very drivable and fast)?

It will be interesting to see how this plays out and how much they expand the program.

Further details on proposed Illinois toll hike; Illinois tolls rather low

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The Chicago Tribune reports today that the Illinois State Toll Highway Authority wants to raise toll rates in order to raise money for several new projects, including a reconstruction of I-90 (the Jane Addams), adding an interchange between I-294 and I-57 (one of the few places in the US where two interstates do not have an interchange), extending the Elgin-O’Hare, and undertaking several studies for possible new roads (extending Route 53, the Illiana Expressway).

But there is more to this story. While the Authority wants money to undertake these projects, there is another defense for raising rates: Illinois toll rates are lower than other states.

The council urged that tolls on the existing tollway system be raised to levels “consistent with national averages” to generate revenue for the EOWB [Elgin-O’Hare West Bypass]. Currently, Illinois Tollway users pay the equivalent of 3 cents per mile, while the national average is 7 cents per mile, officials say. Using that model could result in a systemwide doubling of the current rate, to 80 cents from 40 cents for passenger vehicles using I-PASS, and to $1.60 from 80 cents for cash customers…

The report also said tolls on the EOWB itself should be “consistent with the level of other new toll projects nationwide,” or about 20 cents a mile. This suggests that tolls on the new highway could be as much as seven times the current rate, or $2.80 for passenger vehicles using I-PASS and $5.60 for cash customers…

In addition, the council’s report recommends that future toll increases be indexed to inflation. The last time the tollway hiked car tolls was 2005, but that was the cash rate. Cars with I-PASS pay the same rate as they did in 1983, the tollway says…
The report also urges consideration of so-called congestion pricing strategies, in which vehicles pay higher tolls during peak hours or for express lanes; extending the tollway’s bond maturity term up to 40 years; and giving further study to tolling adjacent freeways. That could mean imposing tolls on I-290.

I’m guessing Chicago area residents will not like this as it makes driving more expensive (particularly with the price of gas) and there will general grumbling about how the tolls were supposed to disappear at some point. But, roads have to be paid for somehow and whether motorists pay through tolls or gas taxes, they will pay for the privilege of using roads. If anything, perhaps Chicago area residents should be surprised that tolls have stayed so low when other states have raised them. Since we can probably assume that the cost of road building has gone up like everything else, it sounds like tolls should increase.

If there is a larger issue to be concerned about, we could ask about the planning undertaken by the state. A road like the Illiana Expressway has been discussed for decades and waiting this long to undergo a major study and then go through with the construction will cost more now than it would have years ago. The Elgin-O’Hare has been a running joke for a while. Additionally, it would be interesting to see how close or far planners were in estimating the number of vehicles that would use the highways each day. The early expressways in the area, I-294 and I-290 are two examples, have seen much more traffic than was initially anticipated, driving up costs. Overall, more foresight could have saved money.

The weekend of “Carmageddon” in Los Angeles

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Local highway construction doesn’t typically garner national attention. But there has been plenty of news for weeks about a key highway closing in Los Angeles:

Interstate 405, a freeway normally so clogged that locals like to joke that its name is shorthand for “traffic that moves no faster than 4 or 5 miles an hour,” is closing for 53 hours for a major construction project.

As crews worked feverishly to get the freeway open in time for Monday morning’s rush-hour, residents have been making plans for weeks to stay off local roads, lest they trigger what officials dubbed “Carmageddon.”

Such an event could back up vehicles from the 405 to surface streets and other freeways, causing a domino effect that could paralyze much of the city.

With warnings having been broadcast through television, radio, social media and flashing freeway signs as far away as San Francisco, much of the city’s nearly 4 million residents appear ready to stay off the roads.

As I have seen multiple stories about this, several thoughts came to mind:

1. It is a 53 hour closure, not the end of the world. This has been overhyped. People will survive.

2. Shouldn’t planners be lauded more for doing the work over a summer weekend? The preparation for the whole project actually sounds pretty good.

3. People don’t often think about roads until they are a problem. This is a good example of that.

4. Even though it may have been overhyped, this is still a legitimate social problem, particularly for emergency vehicles and other important highway users. This seems to be more common with highway construction: a long, well-publicized campaign to make sure that residents are made aware of what is to come. If people know what is coming, they are usually pretty good at making other plans. Like with many other social issues, public officials need to walk a fine line between overhyping this, like using the term “Carmageddon,” while also making sure that people are aware of the severity of the problem.

5. This would be a good opportunity to think about new transportation options in the Los Angeles region. As the map accompany the AP story shows, there are only a few routes across the Santa Monica mountains. The answer is simply not to construct additional highway lanes and more drivers will then use the highway.

6. This reminds me of some examples of cities that have eliminated highways, like the Embarcadero Freeway in San Francisco, and traffic has adapted. Closing the highway for a short time is a nuisance but if the highway was closed longer, I bet people would adapt.

Nevada opens path to driverless cars

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Even though driverless cars are not a common product yet, Nevada has opened a legal path for driverless cars on the road:

Assembly Bill 511, the first such legislation in the country, allows the state’s Department of Transportation to draw up rules that would authorize driverless cars. The regulations would include safety standards, insurance requirements and testing sites.

A driverless car is defined by the bill as using “artificial intelligence, sensors and global positioning system coordinates to drive itself without the active intervention of a human operator.” That includes technology such as lasers, cameras and radar…

Stanford University robotics professor Sebastian Thrun, a project leader on Google’s effort, said that nearly all driving accidents are due to human error rather than mistakes by machines.

“Do you realize that we could change the capacity of highways by a factor of two or three if we didn’t rely on human precision on staying in the lane but on robotic precision, and thereby drive a little bit closer together on a little bit narrower lanes and do away with all traffic jams on highways,” he said in a speech at the TED 2011 conference this spring.

So how long until this becomes a reality? It seems like we have been hearing about these possibilities for years. Here are a few things that could be holding up the process:

1. The legal side of things. Perhaps Nevada is really a pioneer here and will get the ball rolling.

2. The technology is not quite ready yet. It doesn’t sound like this is the issue.

3. We were waiting for a few companies to really push this. It is interesting that Google seems to be getting a lot of the attention. Obviously, their main business is not driverless cars but they had the resources and interest.

4. The cultural side: are people ready to see driverless cars on the road? Even if they are proven to be safer, will people accept them quickly or will it take some time?

The history of the American Interstate before President Eisenhower

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An excerpt from a new book, The Big Roads by Earl Swift, suggests the link between President Dwight Eisenhower and the American Interstate System is limited as the plans had been laid during the FDR administration and Eisenhower simply helped put together the Federal financing.

There is little doubt that the Interstate Act of 1956 was important as the Federal government promised a large percentage of the funding for new roads that would connect metropolitan areas. But students of American highways already know that highway planning and construction had already taken place before Eisenhower signed this bill:

-The Long Island Motor Parkway was a private highway opened in 1908 and later transferred to the State of New York.

-Robert Moses is renowned for his efforts to introduce highways to the New York City area.

-The Pennsylvania Turnpike was built across the state (with the first part opening in 1940) and other states, such as Ohio and Indiana, built roads to connect to this.

-In the Chicago area, highway planning had begun in the 1930s and several of the major highways, including the Congress Expressway (now I-290), the East-West Tollway (now I-88),  and the Tri-State Tollway (now I-294), were primarily built by the state and completed before 1960.

-There was a motorways commission formed in 1930 that that produced a framework for American highways.

Regarding highways, there was a lot that took place before Eisenhower became President and I may have to check out this book to see how it tells this story.

A “children at play” sign as a symptom of a larger issue rather than the solution

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In Traffic, Tom Vanderbilt argues that Americans rely on a lot of road signs even though there is little to no evidence that having more signs increases the safety of drivers and pedestrians. As an example, Vanderbilt looks at the “children at play” signs:

Despite the continued preponderance of “Children at Play” on streets across the land, it is no secret in the world of traffic engineering that “Children at Play” signs—termed, with subtle condescension, “advisory signs”—have been proven neither to change driver behavior nor to do anything to improve the safety of children in a traffic setting. The National Cooperative Highway Research Program, in its “Synthesis of Highway Practice No. 139,” sternly advises that “non-uniform signs such as “CAUTION—CHILDREN AT PLAY,” “SLOW—CHILDREN,” or similar legends should not be permitted on any roadway at any time.” Moreover, it warns that “the removal of any nonstandard signs should carry a high priority.”…

If the sign is so disliked by the profession charged with maintaining order and safety on our streets, why do we seem to see so many of them? In a word: Parents. Talk to a town engineer, and you’ll often get the sense it’s easier to put up a sign than to explain to local residents why the sign shouldn’t be put up. (This official notes that “Children at Play” signs are the second-most-common question he’s asked about at town meetings.) Residents have also been known to put up their own signs, perhaps using the DIY instructions provided by eHow (which notes, in a baseless assertion typical of the whole discussion, that “Notifying these drivers there are children at play may reduce your child’s risk”). States and municipalities are also free to sanction their own signs (hence the rise of “autistic child” traffic signs)…

One of the things that is known, thanks to peer-reviewed science, is that increased traffic speeds (and volumes) increase the risk of children’s injuries. But “Children at Play” signs are a symptom, rather than a cure—a sign of something larger that is out of whack, whether the lack of a pervasive safety culture in driving, a system that puts vehicular mobility ahead of neighborhood livability, or non-contextual street design. After all, it’s roads, not signs, that tell people how to drive. People clamoring for “Children at Play” signs are often living on residential streets that are inordinately wide, lacking any kind of calming obstacles (from trees to “bulb-outs”), perhaps having unnecessary center-line markings—three factors that will boost vehicle speed more than any sign will lower them.

So the signs are more of a band-aid to a larger problem which Vanderbilt discusses more in his book: streets and roads are generally designed in America for cars to go fast rather than as structures that also accommodate pedestrians and other neighborhood activities. Signs can’t do a whole lot to reduce the effects of this structure even though citizens, local officials, and some traffic engineers continue to aid their proliferation. In a car-obsessed culture, perhaps we shouldn’t be too surprised by all of this: people want to be able to move quickly from place to place.

This all reminds me of the efforts of groups like the New Urbanists who suggest the solution is to redesign the streetscape so that the automobile is given a less prominent place. By putting houses and sidewalks closer to the street, planting trees near the roadway, allowing parking on the sides of streets, and narrowing the width of streets can reduce the speed of drivers and reduce accidents. Of course, one could go even further and remove all traffic signs altogether (see here and text plus pictures and video here).

I wonder if we could use Vanderbilt’s examples as evidence of a larger public discussion about the role of science versus other kinds of evidence. There may be a lot of research that suggests signs don’t help much but how does that science reach the typical suburban resident who is concerned about their kids playing near the street? If confronted with the sort of evidence that Vanderbilt provides, how would the typical suburban resident or official respond?

170 options for improving the Eisenhower

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The Eisenhower expressway is a key artery for traffic entering and leaving Chicago. The public is now invited to look at plans, including 170 possible improvements, that have been developed and could be put into practice in the future:

In response, highway design engineers have come up with 170 different ideas to reduce gridlock and accidents on the Eisenhower. The plan also focuses on improving travel options for mass-transit riders and bicyclists and pedestrians using nearby arterial streets…

The possible solutions include widening the Eisenhower to four lanes in each direction for the entire length of the highway to make room for “managed lanes’’ that would handle car-poolers, express buses or drivers willing to pay tolls to commute more quickly during rush hours, according to IDOT planners.

An expansion of CTA Blue Line rail service, from its current terminus in Forest Park to DuPage County, and other new transit services are also on the table, officials said. They include a possible light-rail line and designating a bus-rapid transit corridor that would be open to express buses traveling between the suburbs and downtown at least part of the day…

Major improvements are needed because traffic volumes on the Eisenhower are up to 180,000 vehicles a day, making it one of the busiest and most congested expressways in the Chicago region, officials said.

It sounds like there are a lot of options on the table. As the article notes, this is now an issue because this road is handling much more traffic than was originally intended and the traffic is not just one-way (in to the city in the morning, out in the afternoon) but now goes both directions. I can also imagine that all of this will stir up some discussion: special toll lanes? Construction that will go on for years? More money spent on mass transit? It seems like multiple solutions are needed included getting more drivers off the road as well as improving the traffic flow along this stretch.

Of course, a lot of this is for down the road as the planning has to take place and the money has to be found:

So far funding is available only to continue preliminary engineering, which is expected to be wrapped up in the spring of 2013, officials said. Design would then take several more years.

“Part of our analysis is to examine the financing options,’’ Harmet said. “We are a ways away from construction.’’

While the discussion could just center on the Eisenhower, this could also lead to larger conversations about the role of highways and mass transit within metropolitan regions. If the Eisenhower, and other local highways, are continually issues, perhaps new things have to be tried and transportation has to be dealt with on a more comprehensive level within regions (see a study like this for a broader metropolitan approach).

How to offset the lower gas tax revenues from electric car drivers

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With more electric cars coming to market, more state governments are discussing how to offset the loss of gas tax revenues from electric car drivers:

After years of urging residents to buy fuel-efficient cars and giving them tax breaks to do it, Washington state lawmakers are considering a measure to charge them a $100 annual fee — what would be the nation’s first electric car fee.

State lawmakers grappling with a $5 billion deficit are facing declining gas tax revenue, which means less money to maintain or improve roads.

“Electric vehicles put just as much wear and tear on our roads as gas vehicles,” said Democratic state Sen. Mary Margaret Haugen, the bill’s lead sponsor. “This simply ensures that they contribute their fair share to the upkeep of our roads.”

Other states are trying to find solutions to the same problem, as cars become more fuel-efficient and, now, don’t use any gas at all.

The two main options for this are either to impose an annual fee or to base payment on how far the car travels. But the cost-per-mile approach seems to have several disadvantages (including a good amount of opposition) even though it seems like it would be the closest to the gas tax (the more you drive, the more you pay).

The last paragraphs in the article seem to hold the key: this is another instance when government is trying to catch up to the newest technology. On one hand, governments don’t want to discourage the purchase and use of electric vehicles. On the other hand, roads still need to be built and maintained. Additionally, most states are facing large deficits and can’t be going about taking in less revenue.

Regardless of what route is taken, it seems like it would be better to make decisions like these sooner rather than later so that future electric car drivers know what they are getting into.

Thoughts on plowing intersections, runs on bread, having places to turn around on major roads (like LSD), and more

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Now that the Groundhog Day Blizzard of 2011 has stopped (though arctic wind chills are next), I have a few thoughts about the storm:

1. I drove home yesterday at about 4:45 PM. The roads weren’t too bad and the traffic was light – I assume this meant many people went home earlier. But there a problem in this sort of weather and any snow that always pops up: intersections that are difficult to move through. The roads can be quite passable but then everything bottles up at slushy intersections where people can’t start quickly and have great difficulty in turning. Someone needs to figure out a way to solve this problem. Would it be better to close an intersection for a minute or two so plows could do diagonal runs through the intersection square to clear snow? Are there people concerned about the science of plowing?

2. Why there was a run on bread in times like this is an interesting question to ponder. There are a lot of food one could buy before a storm hits that would be better in bread in that it would last longer and be more fulfilling. When did runs on bread begin and why do people still do this?

3. One of the stories in Chicago was the people who got stuck on in northbound traffic on Lake Shore Drive for hours. Why doesn’t every main road, particularly highways, have a certain number of points where people could turn around if a situation like this (or even a major crash in regular conditions) occurs? Lake Shore Drive has a number of exits in this area but those were blocked with crashes as well. Concrete barriers are helpful in separating traffic but this is an issue that someone should solve.

4. The warnings the police and state officials were giving overnight and this morning were intriguing that they must have to give these warnings because there are people who go out driving in such conditions when they don’t have to. This morning, one official suggested that if people wanted to go out, they needed to consider whether they were willing to risk their lives. This seems like common sense – but perhaps it is not.

5. When I woke up at 7:30 AM, the street in our residential subdivision wasn’t bad – perhaps 5-6 inches of snow. By 12:30 PM, a plow had done several runs on the street and it was clear. I was tempted to go drive and see what everything looks like but see point #4 above.

6. The blizzard is over – the total snowfall was the third biggest storm in Chicago history. Now it is time for the bitter cold. In the grand scheme of things, is the extreme cold more dangerous to more people than the blizzard conditions and the snow?

A small town responds with a monument after the highway bypassed them

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This is a common tale in American municipal development: the railroad or the road or the highway that once ran through the community has decided on a new path, now bypassing the community and leaving it without the traffic that once supported businesses in town. This recently happened to the small town of Hooper, Nebraska. Hooper residents came together to build a sign/monument along the new highway bypass (U.S. 275):

The foundation made the final pick: a tapered, 24-foot tower that would spell “Hooper” in 18-inch-high letters down two of its three sides. This way, the sign would rise above the fertile flatness.

Fund-raising letters went out in the fall of 2009. Quickly, the foundation surpassed its $18,000 goal, thanks to several thousand dollars from the old Commercial Club and to the many, many checks written out for amounts closer to $25…

Finally, right about harvest season, a brick-and-concrete base was built upon a concrete foundation. Then the three precast concrete sides were raised and secured to form the tapered tower, on top of which was placed a cap adorned with a large concrete ball.

Some finishing touches were still needed. The police chief, Matt Schott, used his excavator to dig a shallow trench for a retaining wall, after which a landscaping firm came in to plant some shrubs and make the ground look like an inviting garden, planted in a cornfield.

The project’s completion prompted no fanfare. The foundation’s members doubted that many people would gather beside a highway to celebrate a concrete tower. Besides, the sign was its own celebration.

Now, as the endless horizon along U.S. 275 surrenders to the wintry dusk, the beams of two spotlights sprout from the ground to illuminate the name of a place you might otherwise miss.

An interesting choice – not just a road sign saying Hooper is down the road if you take a turn but rather more of a monument. While it appears from this article that this was a meaningful exercise for Hooper residents, does it have any impact on the outside world? This project seems important for the community itself, an opportunity to come together, erect a symbol, and essentially suggest to the world that though the highway may not go through town, Hooper is here to stay.

This is not an isolated incident as many communities have tried to deal with this issue. A number of suburbs struggle with this: how do you get people to come into your downtown if all they want to do is drive along highways or major roads to get through your community as quickly as possible? One tactic is to try to erect markers or monuments at key intersections or along major roads that point people toward the downtown.

At the same time, how many communities today would actually want a major road, one with a 40 MPH speed limit, running right through the center of the community? For a small town, it might be the only source of traffic but for many suburbs, this would not be desirable.

h/t The Infrastructurist