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A Status on Large Scale Truck Separation in the United States

A Status on Large Scale Truck Separation in the United States. Presentation to: FHWA’s Talking Freight Seminar on Truck Separated Lanes/Truck Tolling March 16, 2005 Arno Hart Wilbur Smith Associates. Various Concepts . Grade Separated. New Mixed-flow or HOV Lanes. Tolled Truck Lanes.

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A Status on Large Scale Truck Separation in the United States

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  1. A Status onLarge Scale Truck Separationin the United States Presentation to: FHWA’s Talking Freight Seminar on Truck Separated Lanes/Truck Tolling March 16, 2005 Arno Hart Wilbur Smith Associates

  2. Various Concepts Grade Separated New Mixed-flow or HOV Lanes Tolled Truck Lanes Truck Climbing Lanes

  3. Need for additional freightcapacity on highways State DOT’s are starting to recognize…….

  4. National I-10 Freight Corridor Scenario 1: Widening PotentialStrategies Scenario 2: ITS Scenario 3: Truck/Auto Separation Scenario 4: Multimodal Rail Corridor Scenario 5: Multimodal Waterway Corridor Scenario 6: Urban Truck Bypass Scenario 7: Truck Productivity

  5. New freight policy directions…. Despite need for continued focus on modal DIVERSION Truck traffic is expected to grow Also need policies to ACCOMMODATE trucks • Innovations in highway development • Innovations in truck mobility/operations

  6. Propel Trucks thru Bottlenecks Focus onTrucks • Move in mass • Like rail and barge Maintain their service advantage • Door to door • Run anywhere on the system MassFlowConcept TRUCK PLATOONS • Research is on going • Auto Separated Highway System

  7. Need for additional freightcapacity on highways State DOT’s are starting to recognize……. Separation of trucks can provide additional capacity

  8. Impact of Freight on Congestion - 2025 Without Freight With Freight

  9. For: demand, diversion For: service reliability, construction needs For: safety impacts • High service freight • Delivering freight DEVELOPMENT: TRUCK ONLY LANES Candidate Selection: 3 Principal Criteria Daily Truck Volume Volume : Capacity Ratios Total Daily Volume Plus: Service Sensitivity

  10. Sustained Patterns of Combined Stress SELECTION: TRUCK ONLY LANES • 4 Candidates: • LA-Inland Empire • Phoenix-Tucson • Houston West • Gulf Coast High volumes & v/c’s Developing problems Strong central tendencies Rational start/end points

  11. Scenario 3 – Truck-Only Lanes (Impact along affected segments of corridor) Car Speed Improvements Deficient Mileage - Reduction

  12. Need for additional freightcapacity on highways Separation of trucks can provide additional capacity State DOT’s are starting to recognize……. Separation offers productivitygains/cost savings

  13. % Work Energy Consumed Powertrain & Auxiliary Loads 15% Aerodynamic Drag 53% Rolling Resistance 32% Source: John Woodruff Associates

  14. Daimler-ChryslerPromote Chauffeur Electronic drawbar Link drive train, braking & steering Fuel Savings For 2nd Vehicle Not likely in normal traffic conditions in mixed-use lanes 15-21% at 80 km/h

  15. Platooning (Chauffeur-2)(coordinated lane changing, accelerating, braking) http://www.chauffeur2.net/final_review/

  16. Longer Combination Vehicles Six-AxleTractor Semitrailer Five-Axle Trac-tor Semitrailer Seven-AxleRocky Mountain Double Eight-AxleB-Train Double Nine-AxleTurnpike Double Seven-Axle Triple Trailer

  17. The Future of Large Truck Design Special Vehicles & Policies Fuel costs, emissions, congestion and safety will likely create a demand for a new vehicle category

  18. Need for additional freightcapacity on highways Separation of trucks can provide additional capacity State DOT’s are starting to recognize……. Separation offers productivitygains/cost savings Productivity gains providefor revenue generation

  19. Washington CommerceCorridor Feasibility Study CONCEPT DEVELOP A N/S TRANSPORTATION AND ENERGY CORRIDOR WITH A LARGER ROLE FORTHE PRIVATE SECTOR

  20. Study Area • Lewis County northerly to Canadian border. • Interstate 5 • Mainline railroads • Major intercity energy facilities • Operate on separate rights-of-way

  21. Maximum Corridor ROW Width

  22. Truck Component • May be enough long-haul truck volume to support southern segment from Seattle to Oregon, but would require some public funding • To be financially feasible, a two-lane truck-toll highway south of Seattle would need to divert 50% of long-haul trucks from I-5. Trucks could pay up to a $60 toll (about $0.60/mile)

  23. Need for additional freightcapacity on highways Separation of trucks can provide additional capacity State DOT’s are starting to recognize……. Separation offers productivitygains/cost savings Productivity gains providefor revenue generation Added benefits of safety and cleaner environment

  24. Status of Ongoing Truck-Only Initiatives • I-81 Truck Corridor - Fred Altizer, Virginia DOT • I-35 in Texas – Planning for a Franchise Agreement • I-10 to Port of Gulfport – State legislation required • I-70 in MO - Determining financial feasibility • I-710 and SR 60 in SoCal – Planning/feasibility phase

  25. Thank You

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