Galvin Mobility Project Reason Foundation

1. Galvin Mobility ProjectReason Foundation By Adrian Moore, Vice President and Robert W. Poole, Jr., Director of Transportation Studies Reason Foundation www.reason.org Mobility Project: http://www.reason.org/mobility/index.shtml

2. Galvin Mobility Project Bob Galvin, Former Chairman of Motorola, Inc. Took over Motorola in 1959 and built it into a global communications powerhouse before retiring in 1990. A great believer in change, Bob thinks that congestion will kill our cities unless we start doing things differently. The Galvin Mobility Project is a major initiative to develop and implement a framework for removing congestion as an obstacle to mobility in American cities.

3. Project Advisory Board Al Appleton, Regional Plan Assoc. Rob Atkinson, ITIF Peggy Catlin, Colorado DOT Robert Cervero, UC Berkeley Randall Crane, UCLA Elizabeth Deakin, UC Berkeley Max Donath, University of Minnesota Robert Dunphy, Urban Land Institute James Ely, IBTTA David Fleming, Latham & Watkins, LLP David Gillen, Univ. of British Columbia Genevieve Giuliano, USC Peter Gordon, USC Gary Groat, Fluor David Hartgen, UNC Charlotte Patrick D. Jones, IBTTA Tony Kane, AASHTO Steve Lockwood, PB Consult Wayne Lusvardi, Valuation Consultant Jim March, FHWA Joel Marcuson, Jacobs Engineering Nancy McGuckin, Consultant Michael D. Meyer, Georgia Tech James Moore, USC John Njord, Utah DOT Ken Orski, Innovation Briefs Mary Peters, Former FHWA Director Alan Pisarski, Consultant Steve Pontell, LaJolla Institute Peter Rahn, Missouri DOT Jon Ramirez, Cofiroute USA Darrin Roth, American Trucking Assoc. Gabriel Roth, Transport Economist Tom Rubin, Consultant Phillip Russell, TxDOT Peter Samuel, Transportation Consultant William Simon, Jr., William E. Simon & Sons, LLC Ken Small, UC Irvine Pravin Varaiya, UC Berkeley Christopher Voyce, Macquarie Chip White, Georgia Tech Geoff Yarema, Nossaman

4. Project Products • A series of studies on vital issues regarding mobility; • Detailed proposals for congestion reduction in individual cities across the United States, including Dallas, Atlanta, Phoenix, Denver, McAllen (TX), and Cape Coral/Ft. Meyers (FL); • A comprehensive policy recommendation for urban mobility (Fall 2006); • A book, The Road More Traveled, by Samuel Staley and Ted Balaker, explaining how improved mobility can revitalize America’s cities.

5. Congestion Will get a lot worse, unless we change course.

6. A Week spent in Traffic (1982) LA

7. Seattle Minneapolis-St. Paul Boston Detroit SanFrancisco Chicago NewYork Sacramento Baltimore Denver San Jose DC Louisville LA Riverside Charlotte Phoenix Atlanta San Diego Dallas Orlando Austin Houston Tampa Miami A Week spent in traffic (2003) LA

8. Congested lane-miles up 50% 11 metro areas will have worse congestion than today’s Los Angeles (TTI=1.75) Atlanta Baltimore Chicago Denver Las Vegas Miami Minneapolis/St. Paul San Francisco Bay Area Seattle Washington, DC How Bad Will It Be by 2030?

9. Congestion hurts all kinds of businesses • Delivery—from pizza to parcels • Wasted gas • Paying people to sit in traffic • Cement business • Sat deliveries. Pay overtime

10. Congestion hurts all kinds of businesses • Blue collar • Plumber • Landscaper • Air conditioning repairman

11. Congestion hurts all kinds of businesses • White collar • Real Estate Agent • Salesman • Staffing headaches • High Tech • Accounting

12. Congestion Shrinks the Pie Your Job Choices Your Potential Partner Your Customers

13. Mobility Boosts Business Think agglomeration economies! • Study of 22 French cities. • When travel speeds increased 10 % • Labor market increased 15% • Productivity up 3% • Employers gained access to better employees, more customers. (Remy Proud’homme)

14. Congestion and Life Frustrated drivers do stupid things • Drive erratically • Tailgate • Force their way into turns • Secondary accidents

15. Congestion slows emergency care • 67,000 deaths from “savable” cardiac arrest. • 6 min. • Not just ambulances, not just heart attacks

16. Congestion isn’t gravity.

17. Lots More Driving, Not So Much More Road

18. Congestion is Directly Related to Roadway Capacity vs. Demand.

19. More Capacity = Less Congestion • TTI Data and other sources show that adding capacity reduces congestion • Not sustainable unless capacity is well managed, also. . . • SOV remains and WILL remain, the overwhelming choice: Only SOV and Telecommute have increased market share in last decade. • Despite major investment in HOV and transit: • Carpool to work: 11.2% in 2000 vs. 13.4% in 1990 • Transit to work: 4.73% in 2000 vs 5.27% in 1990

20. Metro area LRTP$ Hwy$ %Hwy Boston $48.3B $4.5B 9% San Jose 8.5 1.1 13% Salt Lake City 23.0 3.2 14% Charlotte 7.6 1.2 16% New York 327.8 78.7 24% San Diego 32.2 8.1 25% Miami 19.3 6.0 31% San Francisco 118.0 42.0 36% Philadelphia 57.4 21.9 38% Washington, DC 93.3 36.9 40% The 10 Most Anti-Highway Metro Areas

21. Metro area LRTP$ Hwy$ %Hwy Los Angeles $115.4B $48.5B 42% Seattle 101.6 49.4 49% Baltimore 25.5 13.2 52% Chicago 61.0 33.5 55% Atlanta 53.0 29.6 56% Houston 77.3 46.7 60% Denver 87.8 53.9 61% San Antonio 10.5 6.5 62% Mpls/St Paul 8.8 5.6 64% Dallas/Ft Worth 45.1 30.6 68% The Next 10 Metro Areas

22. Adding Capacity to Kill LOS F: First Mobility Project Study • Total cost over 25 years is a bit over $21B/year, mostly in larger urban areas. • This averages 28% of what MPOs already plan to spend on transportation. • Average cost per commuter trip is 30-60 cents in most cities. • Time saved is worth several times as much as cost/trip.

23. One Reason We Aren’t Building Much: Major Funding Shortfall • 2002 FHWA Conditions and Performance Report Found • Annual capital spending: $68 billion • Investment needed to maintain performance: $119 billion • Urban expressway lane--$5-10m/lane mile • Elevated lanes--$15-30m/lane mile • Costs to build, operate, maintain--19-90 cents/mile, gas tax 2-3 cents/mile

24. How to Fit In More Capacity • Ever-wider freeways not the best approach. • Find new ROW for smaller addition of specialized lanes (cars, trucks) • Add capacity within existing ROW (build upward) • Add missing links by tunneling.

25. HOT Lanes • Variable pricing • Keeps traffic moving • 65mph vs 20mph • Electronic Toll Collection • Popular • Equitable

26. Variable pricing can give bus riders the unthinkable—reliable travel. Priced lanes are the “virtual” equivalent of exclusive bus lanes, but most of the vehicles are cars that pay tolls. Houston Katy project: 25% for transit and super-HOVs + High Quality Transit

27. Something for everyone. Transit users get better service. Motorists get a free flowing escape route. Local govts get new funding source. = VEB (Virtual Exclusive Busway)

28. Bottom Line • Building a case for policy makers to take congestion far more seriously. • Good new research on capabilities, costs, innovations, methods, constraints, and how to overcome them. • Illustration with detailed proposals for congestion reduction in individual cities, including Dallas, Atlanta, Phoenix, Denver, McAllen (TX), and Cape Coral/Ft. Meyers (FL). • Work on institutional changes and implementation

29. Research Studies Why Mobility Matters: A much more detailed look at the costs of congestion than the TTI cost figures, and at the benefits of mobility (Ted Balaker). Adding Capacity to Metro Areas: A calculation of the capacity needed to be added in the 403 metro areas by 2030 to eliminate LOS F congestion, the costs of doing so, and the benefits (David Hartgen, UNC Charlotte) Likable Roads--Innovative Highway Design Concepts: Ideas and innovation in highway and arterial designs to make new capacity more efficient and feasible in urban settings and more acceptable to the communities they traverse (Peter Samuel) The Demographics of Cities & Travel: A new analysis of changing urban demographics and lifestyle and job trends are influencing travel behavior and the implications for transportation planning (Joel Kotkin and William Frey) Congestion Relief Toolbox: A plain-English guide to existing congestion relief tools that are underutilized by most metro areas (Ted Balaker and Adam Summers)

30. Research Studies Mass Transit's Role in Relieving Congestion: An examination of what conditions and strategies make transit more or less able to help reduce congestion (Tom Rubin) Congestion Reduction and Policy Change in Texas: A report on what lessons can be learned from the process Texas decision-makers recently went through to win support for a comprehensive congestion mitigation strategy at the state and metropolitan level (Wendell Cox and Alan Pisarski) Land Use Impacts on Traffic Congestion: A plain-English guide to what we know about the effects of commercial and residential land use on transportation mode choice, particularly whether changes in land use, by increasing density or mixing commercial and residential uses, can significantly influence decisions about whether people drive or use another mode (UC Irvine's Marlon Boarnet and UCLA's Randall Crane, co-authors of Travel by Design) Systems and Operations Management to Manage Congestion: A framework for a performance-based approach to transportation systems operations and management.

31. Research Studies • And studies on: • Measuring the Economic Costs of Congestion • Measuring the Social Costs of Congestion • PPP’s and Toll-based Financing of Projects • Air Quality Impacts of Adding Urban Road Capacity • A Better Understanding of Non-Work Travel • A Framework for Urban Corridor Design and Context Sensitivity • Innovations in Environmental Mitigation of New Capacity • Where the Transportation Planning Process has Gone Astray and How to Fix It

32. Questions? Dr. Adrian Moore (Adrian.Moore@Reason.org) Robert Poole (Robert.Poole@Reason.org) www.reason.org/mobility