Today we review a report on the use of smart traffic lights to reduce waiting times at intersections by about 1/3 which in turn equates to significant reductions in greenhouse gases and toxic pollutants in urban areas. The systems use real-time learning to adjust and optimize signaling.
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Today we review a report which assessed a wide range of possible revenue options to cover the $50 B cost of improved public transit over the next 25 years for the Greater Toronto Hamilton Area (GTAH), the largest population centre in Canada. While a downtown cordon congestion charge was not recommended because of a lack of alternative mobility modes, an innovative vehicle mileage charge (VKT) using GPS technology was suggested that could generate almost $2B/yr in the next decade, as well as highway tolls that could generate up to $1.5 B/yr and reduce the demand for road use and the resulting pollution. The report includes a useful analysis of revenue potentials from existing congestion pricing experiences in London, Stockholm, and Manchester.
Journalist and road pricing advocate, Andrew Coyne, cautions against road pricing to subsidize public transit. Road pricing can reduce congestion and the resulting more smoothly running traffic benefits both those who use the roads and those who use transit. THAT becomes the attraction to encourage drivers to use transit, not cheaper fares as passengers seek quicker commute times (and convenience and comfort) above other points. As for the drivers, without some check on road use via appropriate pricing, any speed-up of traffic would be temporary and congestion would redevelop. Further, subsidized public transit contributes to sprawl which road pricing discourages. A final selection of options will be part of a strategy to be proposed by Metrolinx, the transit authority, for government approval in June 2013 following extensive public consultation.
Toronto Skyline (Photo credit: Bobolink)
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Today we review an analysis by Todd Litman of the Urban Mobility Report in which he criticizes the relatively narrow engineering view taken of congestion which tends to exaggerate the costs of traffic and leads to more road building aimed at increased vehicle speeds without considering other options which would benefit mobility in general, safety and the environment at lower cost. When compared with other vehicle costs, congestion comes out a lower one compared to car ownership, operations and parking- something that road builders seldom consider.
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Today we review an assessment of the London Downtown Congestion Charge, ten years after it was introduced in one of the world’s largest cities and after it inspired other cities, notably Stockholm and New York City, to emulate the British experiment with mixed results. In fact the London experience was a mixed result with limited success in reducing vehicles from entering the congestion area but no progress in reducing actual congestion because of the removal of road space to free up other transport options such as walking on sidewalks and bike lanes. There was little effect on business or economic activity and collection of revenue costs were relatively high at 40% of gross. Lessons learned from London (and Stockholm and Singapore) and advances in GPS technology suggest that future attempts may do better.
Until 18 February 2007 the congestion charge applied to drivers within the highlighted area. (Photo credit: Wikipedia)
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Today we review a report from EMBARQ, a leading advocate for urban mobility, which examined the growth of vehicles in cities and what this means for the future in terms of health and road safety. Among some of the statistics presented is the link between the distance driven each year and road deaths by vehicles- the death rate per 100,000 inhabitants grows sixfold (from 5 to 30) as the distance driven increases from 15 miles/day to 50. If ways can be found to reduce car dependence by making transit cycling and walking more attractive, there would be fewer deaths and cleaner, healthier cities.
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Today we review research on the exposure of cyclists to pollution while commuting on urban streets in Berkeley, California. Comparisons were made between conditions on special cyclist routes along low traffic corridors – bicycle boulevards- with those on major roadways. Results indicate significantly lower exposure while on roads with low traffic and outside of rush hours.
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Today we review research on traffic related air pollution in Vancouver that examines how proximity to that traffic is linked to deaths from heart disease (CHD). Results indicate that those who are within 50 m of highways have approximately 50% greater relative risk (RR) compared to those who are not exposed to traffic. This drops to 20 to 40 % greater risk for those more than 150 m from a highway or within 50 m of a major road. The author notes that proximity to roads is only a proxy for estimating traffic volume and air pollution concentration near roads and that traffic noise is another factor that affect CHDs as well as air pollution.
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Today we review a call for action to the London Assembly (or city council) to improve the level of air quality found indoors where people live and breathe most of the time. While many believe that poor indoor air quality (IAQ) is caused by moulds and volatile gases emitted by furniture and curtains, there is recent evidence that outdoor pollutants such as particulate matter emitted by vehicles can be responsible for up to half the pollution found indoors. Part of the solution is to install very fine filters. Another solution, being pursued in Canada, is to require developers to build homes for the vulnerable populations of children and the elderly at least 30 m away from major roads or 150 m from highways (or provide air quality evidence that it is safe)- as municipal authorities in Halton Region have done recently.
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And here: Roundabouts – Frequently asked questions (FAQs)(Wisconsin Department of Transportation)
More and more evidence shows that when an intersection with traffic signals is replaced with a modern roundabout, vehicle emissions drop and safety for both pedestrians and those in vehicles increase significantly. Today we review news from Germany that a country-wide switch is being considered along with some modeling assessments from Vermont in the USA that indicate that roundabouts could play a critical and inexpensive role in meeting greenhouse gas targets (assuming that the national government ever adopt stringent ones). On sheer economics, there is no contest. Roundabouts have an initial installation cost less than that for traffic lights (roughly $250 K) and an ongoing operational cost that is almost negligible (the cost of electricity alone is approximately $1,000/year for traffic lights at each intersection).
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Today we review a paper authored by Prof Buehler and John Pucher who have also published a book very recently about safer cycling in cities. The paper compares the degree of sustainable transportation in Germany to the USA and other countries and notes that “The USA is perhaps the best known example of unsustainable transport” for a number of reasons, ranging from much greater support for public transit as well as progressive land use and taxation policies in Germany that result in much less use of cars for commuting (5 times greater use of transit), as well as 2-3 times fewer traffic casualties and 80% fewer cycling casualties. Virtually all German cities have car-free zones and few have motorways that penetrate into the city core (unlike 99% of the large urban areas in the USA and Canada).
It is somewhat telling that shortly after an evening presentation on sustainable transportation by Prof Buehler at Carleton University in Ottawa, a student cycling home was killed by a car on a 6 lane roadway that links the airport with the city core and lacks a safe bike lane (noting that a segregated bike lane is being piloted downtown and Ottawa currently has over 541 km of bike lanes including 258 km off road and is planning for 2,500 km, more than any other Canadian city).
There are many lessons to learn here.
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Today we review award winning research in Montreal that uses wind tunnels to examine the circulation of pollution from one building to another. Suggested solutions include better spacing between buildings and better location of air vents.
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What makes Paris so great when it comes to the way they deal with cars and traffic? Today we review a post on a leading sustainable transportation blog, World Streets, that asks and answers the question. It seems to be a matter of consistency and perseverance that not only works in Paris but throughout many other cities in France. Only 17% of Parisians choose their car to commute compared to over 60% and 46% to walk in car-addicted Torino (and to cities in the USA and Canada).
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With over 42 pages of references, libertarian Walter Block presents arguments for the privatization of all roads and highways, after analyzing and dismissing many of the counter arguments to his proposition that claim that continued public ownership is too big and serves the public interest too well to throw it away. Block’s analysis of road pricing and tolls, in particular, is worth careful study even if you do not share his opinion which in essence depends on the free market and the ability of those adversely affected to sure the private owner for damages – whether it be loss of life or air pollution impacts on health.
Supporting his vision (but not noted in the book) is one of the first successful electronic road pricing projects in North America- highway 407, tendered for lease at $3 B and since 2001 privately owned and operated (principal owners: Cintra Infraestructuras S.A and the Canada Pension Plan) that provides a quicker trip of 108 km (65 miles approx) across the top of the Greater Toronto Area (GTA) using transponders and remote cameras capable of identifying license plates for those who lack transponders. Many of the issues Block discusses about highway safety and the difficulties public road management would has seem to have been overcome though private ownership.
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Today we review a news report from the European Commission on the lasting impact of congestion charging in Stockholm which started as a pilot in 2005 after the success of the London implementation in 2003 and then confirmed it by a slim majority by a referendum. Not only was the scheme effective but the public approval rating of it almost doubled, due partly to the benefits to mobility areas outside the charging zone accomplished from the revenue produced. Another notable point is that the fear of traffic flooding streets and roads outside of the charging zone are unfounded.
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Today we look at a consultation report from London to improve road safety. Among the 70 recommendations are some aimed at pedestrians and cyclists and youth between 18 and 23, both of which are showing increased or peak casualties from road accidents. The 10 key policy proposals call for a 40% drop in road casualties by 2020 though better communications, examining best case examples from other cities and making prime use of technology.
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And here: Robot Taxis(Pollution Free Cities, Feb. 2, 2011)
Today we review an article in the Economist which looks at the progress and potential of driverless cars which remove the human element responsible for 90% of traffic accidents and, among other things, much of the congestion and resulting air pollution that afflicts many cities today. Earlier we had looked at one person robot taxis being developed at MIT. Google’s Street View program has been using driverless cars operationally for some time in various cities in the USA and Canada with zero accidents. The benefits both economic and environmental , not to speak of the design of cities with a higher quality of life so outweigh the costs of developing a production model that one day the law may even outlaw manually driven cars!
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Today we summarize a post from the blog “Road Pricing” that describes the present state of tolls in the 27 countries that make up the European Union (excluding Norway and Switzerland) which are divided into two categories: cars and trucks and into two approaches: charging by time (vignette) or distance (VMT). AT present there are 13 countries with tolling systems for cars and 7 for trucks with 1 more planning for cars and 4 more for trucks.
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The title of the report reviewed today represents the retort to any attempt by government to reduce the costs imposed on society by car drivers by reducing the subsidies to them, in the face of ever increasing traffic and the impacts on health that this brings. In the UK the government spends $9 B on roads and the costs range up to $56 B per year. Among the recommendations is a call for extracting some of these costs by putting a price on road use.
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Today we highlight a summary of the issues and research priorities and recent findings in the scientific literature for air pollution near major roads from the perspective of the Environmental Protection Agency in the USA. Among other points, the use of vegetation along roads to contain the pollution is seen as a promising approach for the future.
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What do you do if your proposal to implement congestion pricing to reduce both congestion and pollution is blocked by conservative political forces. If you are the mayor of Copenhagen, you use intelligent stoplights that, counter-intuitively, are used to increase the delays and congestion by increasing the red light times. This step is taken on days when pollution exceed certain levels and is designed to encourage drivers, warned in advance, to leave their cars at home. With the same population as Canada’s capital at 1.2 million, Copenhagen has almost twice the number of premature deaths due to air pollution (800/year), so that action to reduce vehicle emissions is needed. 7 million Kroner has been budgeted for the pilot project- about one Canadian dollar for each citizen of that city.
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A look at arguments for and against road tolls is reviewed today, noting that in the 19th century, public and private toll bridges, roads, and ferries were prevalent in Canada. As the paper concludes after making several key recommendations, “that toll roads will be resurrected in the twenty-first century and seem like an obvious innovation whose time should have come (again) long ago”
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Today’s review focuses on research into the relationship between proximity of residences to major roads in Atlanta Georgia, USA ( a city known for high rates of asthma as well as for traffic related-pollution) and the occurrence of asthma in children. Results indicate significant impacts as measured by wheeziness and hospital ization when the residences are within 417m as well as gastroesophageal reflux.
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Today, we review a book by Edward Glaeser (with a nod of appreciation to Bern Grush’s blog) on cities and some highly quotable quotes about the need to price peak demand for road use in order to make roads more usable for all and cities more friendly for their citizens.
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Under review today is a report that looks at the safety issues on local streets that the growing older population either drives on (80% of them do) or uses on foot. These include: the higher risks for seniors making left turns at intersections and the window available for them to avoid heavy traffic, becoming shorter because of the increased congestion from noon on. Combining these issues with the poor design of many city streets that borrow from highway design and fail to achieve either mobility or efficiency- the “STROAD”. The future will see twice as many seniors so that all these problems will amplify in the absence of corrections.
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Today we review an interesting proposal to address some of the issues in the failed 2008 plan to introduce congestion charges for New York City failed at the state level (although it was supported by the city’s public). One of the big factors was the lack of benefit to many from outside the city who would pay tolls- and this is where the main opposition was. The 2012 plan introduces a collections system that does not involve money, improvements to highways and flexible pricing according to demand rather than fixed. Many of the questions posed (with some answers) are the same ones that other cities considering road pricing need to consider.
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The report reviewed today summarizes the social, economic and environmental benefits that have resulted from the removal of urban highways in five cities: Portland, Oregon; San Francisco, California; Milwaukee, Wisconsin; Seoul, South Korea; and Bogotá, Colombia. Each city used the new urban space in different ways but it is clear that the assumptions that went into the vast expansion of urban highways during the 20th century have changed or are changing to meet the needs of the 21st. One observes that all Canadian cities except for one have a freeway through their centre. The one that doesn’t has been rated one of the world’s top cities in terms of quality of life and environmental benefits. Care to guess which one? (Vancouver)
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San Francisco is a leader among cities which want to reduce the number of drivers circling the block for an open space and adding to the traffic congestion found in many downtown areas. It is doing this by adjusting the rates charged by parking meters up or down (by 25-50 cents/hr) every 2 months based on actual usage of each space in order to meet an optimum usage and revenue target. Higher rates, now capped at $6/hr are being slowly phased in. The benefits are several: reduced congestion, less pollution and more revenue to improve transit and last, but not least, anyone looking for a open parking space will find one.
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Today we review some research into respiratory health impacts from exposure to nearby roadside emissions in the highly industrialized City of Hamilton. Results indicate increased bronchitis and asthma even for people located1 km away from major roads and highways.
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Although it is considered still a “draft”, the guide reviewed today for assessing air quality and greenhouse gas emissions near roads in the province of Ontario is a major step forward. It defines when roadside vehicle emissions need to be dealt with and what standards or models should be applied. It is clear that many of the criteria take into account health impacts, such as the flagging of transportation projects where residences, schools, day cares, etc are located within 100-500 m of major roads and highways.
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Today we review an interesting study from New York City, where health concerns about dust from road construction were addressed by an assessment of air quality by roadside monitors . Results indicate that the levels of high pollution on 3-6 days of the month monitored were due to traffic and not from blasting or other construction activities.
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Also discussed here: Impact of Modern Roundabouts on Vehicular Emissions (10 page pdf, Srinivas Mandavilli, Eugene R. Russell, Margaret J. Rys, Proceedings of the 2003 Mid-Continent Transportation Research Symposium, Ames, Iowa, August 2003)
Today we review two studies that examine the impact of modern roundabouts on reducing vehicle emissions compared to an intersection with traffic lights. Results indicate reduced Carbon Dioxide, Carbon Monoxide and Nitrogen Oxide emissions of about 26% with up to 50-60% reductions at peak traffic flow times.
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Today, the focus is on a report by the GAO of the US government which reviewed the progress of 400 miles of tolled roads in 14 road pricing projects in that country which included HOT lanes (virtually all are on roads funded federally) and peak-period or congestion pricing. Results were mixed and no recommendations were made given that “Congestion pricing in the United States is in its relative infancy”. Concerns were expressed about potential equity issues in future – in terms of impact on low income drivers and geography in terms of areas impacted by tolling.
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Today, we review a new approach being trialed in London to reducing pollution hotspots by applying a chemical to the road which attracts particulate matter and allows that to be washed away by rain. The other action being taken to improve air quality on central London on the eve of the 2012 summer Olympic Games is an expansion and continuation of the Low Emission Zone which is being extended to larger vans and minibuses this month (January 2012).
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Today we look at some articles about cities with really narrow streets, most of which were designed B.C. (before the car). These cities, mostly European, are widely praised for their attractiveness not only in their visual appeal, but also in terms of making much better use of space for homes and in terms of a cleaner and healthier environment. Can those in modern card-addicted cities learn and adapt?
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Today, the focus is on an article which reviews the large number of cities worldwide which have replaced their highways with parks, rivers and areas to be enjoyed by their citizens, instead of adding to the blight of inner city slums intersected by polluting roads. The highlight is on Madrid Rio in Spain’s capital which appears to have transformed the entire city, as can be seen in the slideshow linked below.
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Urban Traffic Calming and Health: A Literature Review ( 152 page pdf, Olivier Bellefleur & François Gagnon, National Collaborating Centre for Healthy Public Policy, Institut national de santé publique du Québec, Nov. 2011)
Today, the focus is on a report that reviews the literature on health aspects of traffic calming. Among several surprising points is that traffic calming is usually aimed at and has benefits related to reduced speed as a prime factor for injuries or fatalities from collisions. But many traffic calming techniques, such as speed humps, cause a variation in speed- a temporary slowing followed by rapid acceleration and THIS results in a doubling of vehicle emissions and lower air quality near the road. The message is to take both pollution impacts and speed impacts into consideration when implementing traffic calming.
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A number of cities in the USA have seen the light and replaced expensive, ineffective, polluting freeways that divide communities with parks and tourist vistas that unite them. The article under review today summarizes the situation across the country in recent days from New jersey to San Francisco to New York to Minneapolis. Soon many more will reap the benefits and quality of life that freewayless cities such as Vancouver BC have enjoyed for years.
Bottom line “Improved traffic flow, fewer roads to maintain, nicer neighborhoods — what’s not to love?”
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The difficulty on introducing tolls as urban cities become more and more clogged with traffic is addressed in the report reviewed today which suggests high-occupancy toll ( HOT) lanes for Canada’s five largest cities. HOT lanes could generate more than $1 B/ year in much needed net revenue in these cities where congestion costs more than $5 Billion or $410 per capita pm average.
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Today, we look at reasons to build streets for uses other than driving (such as cycling and walking) and find that this is not only economical but also adds to the overall quality of life for cities that take this approach. Making roads more narrow for driving also reduces costs.
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The review today looks at research in northern Sweden and the health impact for children within 200 m of relatively low flows of traffic (100-250 vehicles per day). The results indicate a respiratory health risk, not only for those near low traffic but also a possibility of underestimated risks near high traffic flow.
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Today we review some research from Denmark which tried to assess the impact of road traffic and railway noise on blood pressure and hypertension, after taking into account the additional impacts of air pollution. There was a weak link with both sources, although it was thought that those who were most sensitive to noise (especially seniors) may have taken medication that reduced the impacts, compared to non-medicated people.
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Today’s review article describes the development of major roads in cities, how and why they evolved from the original concepts for urban planning 100 years ago with examples from Los Angeles, Chicago and Boston, through the introduction of the national interstate highway system and ending with the state of roads in most cities today- which seem deem as “traffic sewers” but others call urban freeways.
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Traffic Congestion and Accidents(26 page pdf, Andrea Schrage, University of Regensburg Working Papers in Business, Economics and Management Information Systems, Nov.9, 2006)
Image via Wikipedia
The report reviewed today looks at the calculation of optimum congestion charging with the cost of accidents included in that calculation. To do that the author considered the timing of the accident (earlier or later during the daily rush hour) and how an accident could be factored into the modelling needed to estimate an optimum pricing.
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Copenhagen appears to be on the road to implement congestion charges (or road pricing beyond the city) after the publication of a report (reviewed below) by their Municipal Forum which attempts to build on the successes of London and Stockholm. An interesting aspect is the amount of consideration given to uses of the revenue generated with specific examples to benefit cyclists, public transit and traffic management.
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The focus today is on how roundabouts can and are being used as a tool to reduce vehicle emissions at intersections compared to the use of traffic lights. The introduction of 100 roundabouts in Vermont was expected to reduce greenhouse gas emissions by 8%, addition to significantly fewer collisions and fatalities at intersections
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Also discussed here: Spitscoren (English translation – how it works)
The carrot works more than the stick, so the saying goes. Today’s review article comes from Rotterdam in Holland where a system based on rewarding off peak use, instead of a congestion charge, has achieved modest results after three years. This may be the solution toward existing clogged roads which have been free of charges and where the imposition of a new toll would be very unpopular. It gives “going Dutch” a different meaning!
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Today’s review article looks at the health risks for cyclists exposed to high and low levels of traffic along the routes they take each day during the summer of 2010 in Ottawa, a city famous for its extensive network of bike paths and lanes. Conclusion is that cycling near traffic presents higher health risk for heart disease but not respiratory disease.
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Today we return to a review of a paper on experiences with tolling in many different places in the U.S.A. and, in this case, the tendency of this advocating tolls to overestimate revenue by 20-30%. Although this does not mean that tolls are a bad idea, it does underline the greater uncertainties that dictate traffic volume on roads with tolls.
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The price of transport – Overview of the social costs of transport (187 page pdf, J.P.L. (Joost) Vermeulen, B.H. (Bart) Boon, H.P. (Huib) van Essen, L.C. (Eelco) den Boer, J.M.W. (Jos) Dings, F.R. (Frank) Bruinsma, M.J. (Mark) Koetse , CE Transform, Delft, commissioned by Dutch Ministry of Transport, Public Works and Water Management, Dec. 2004)
Today we review a study done in 2004 in the Netherlands of the overall costs of transportation whether it be cars, trucks, buses or rail and how these costs are allocated or recovered by taxes or charges. The conclusion is that the passenger car is by far the largest cost unless one looks at the best case scenario of new cars in uncongested rural areas. This report provides an excellent basis for implementing congestion pricing in countries with similar road problems and may have played a part in the proposed country-wide system being considered in Holland today.
To see Key Quotes and Links to key reports about this post, clickHERE
