John Hennessy III,
P.E.
by Mary Scott Nabers The federal government just allocated $1.4 billion from the Bipartisan Infrastructure Act to support rail infrastructure projects nationwide. Seventy projects in 35 states and Washington, D.C., are recipients of the funding. This year’s allocation is the largest that has ever been dispensed partly because of disruptions in the supply chain caused by […]
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This report does not replicate the extensive literature and analysis that already exist. Rather, it addresses the most significant barriers to congestion pricing today: the political, institutional, and communication hurdles. While congestion pricing can benefit from sophisticated technology, the primary impediments are not technical. Congestion pricing strategies require bold leadership and vision and these principles are intended to outline an approach for getting there.
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The core purpose of transportation infrastructure is to provide access to work, education, healthcare, groceries, recreation, and all other daily needs. Congestion can become a problem when it seriously obstructs access, but may not be a major problem if it doesn’t.
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“It’s important to note that other major U.S. cities, like New York and Chicago, were planned before the automobile. Miami, Miami-Dade — our city, our county, they were planned after the car already existed. We are in a moment, where the decisions we make today will greatly impact the future of our county: How our children and our children’s children will move around and what kind of access they will have,” notes Aileen Bouclé, Executive Director of the Miami-Dade Transportation Planning Organization (TPO).
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In Miami-Dade County, one of three counties that comprise the teeming Miami metropolitan region, the interstate system, heavily traveled expressways, electronic toll lanes and express buses provide a matrix of connectivity, but the cost of better infrastructure, streamlining public transit to propel ridership, and the need for federal support are foremost.
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Portland’s freeways have been getting more and more crowded. Just how bad is detailed in two new reports. Solutions are out there, but aren’t easy or cheap.
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The INRIX 2018 Global Traffic Scorecard is an analysis of congestion and mobility trends in more than 200 cities, across 38 countries. A new methodology for the 2018 Global Traffic Scorecard allows for cross-national rankings and analysis, delivering in-depth insights for drivers and policy-makers to make better decisions informed by big data.
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At the conclusion of World War II, the U.S. began a period of substantial economic and population growth—increasing from 151 million people in 1950 to 326 million people in 20181 . The suburbs were created, urban sprawl increased, and U.S. car culture was born. Over time, these trends accelerated, car ownership increased, and the interstate was created. A whole new way of living emerged—but one significant downside was congestion.
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In recent years, the vehicles of transportation network companies (TNCs) such as Uber and Lyft have become ubiquitous in San Francisco and many other major cities. Worldwide, the total number of rides on Uber and Lyft grew from an estimated 190 million in 2014 to over 2 billion by mid-2016. In San Francisco, this agency (the San Francisco County Transportation Authority or SFCTA) estimated approximately 62 million TNC trips in late 2016, comprising about 15% of all intra-San Francisco vehicle trips and 9% of all intra-San Francisco person trips that fall.
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According to the latest HNTB Corporation America THINKS public opinion survey, Americans report congestion is noticeably worse today than just one year ago. They know improvements to our transportation infrastructure will help reduce congestion. They know funding is needed to pay for those improvements. And, they are willing to pay higher taxes and tolls to build and maintain a high quality, reliable and sustainable transportation system.
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