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Application of Detailed Interchange Analysis to Top Freight Bottlenecks: Methods, Results, and Road Map for Future Research.
| 题名： | Application of Detailed Interchange Analysis to Top Freight Bottlenecks: Methods, Results, and Road Map for Future Research. |
| 关键词： | *Freight-bottlenecks; *Interchange-analysis; *Application-.;Methods-; Results-; Road-map; Future-research; Truck-freight-shipments. |
| 摘要： | Freight bottlenecks are an increasing problem today because they delay large numbers of truck freight shipments. They will become increasingly problematic in the future as the U.S. economy grows and generates more demand for truck freight shipments. If the U.S. economy grows at a conservative annual rate of 2.5 to 3 percent over the next 20 years, domestic freight tonnage will almost double and the volume of freight moving through the largest international gateways may triple or quadruple. Without new strategies to increase capacity, congestion at highway freight bottlenecks may impose an unacceptably high cost on the nations economy and productivity. The Texas Transportation Institutes (TTI) 2004 Urban Mobility Report estimates that the cost of congestion in 75 of the Nations large urban areas in 2001 was $69.5 billion. Corresponding to that dollar loss is 3.5 billion hours of delay and 5.7 billion gallons of excess fuel consumed. However, the TTI methodology is based on analyzing mainline segments of highway rather than specific bottlenecks. The Federal Highway Administration (FHWA) together with the Texas Transportation Institute currently uses the Highway Performance Monitoring System (HPMS) and the National Bridge Inventory (NBI) to estimate congestion. Neither HPMS nor NBI adequately reflect the influence of interchanges on highway capacity. The HPMS contains data on the through-lane capacity but does not account for the reduced capacity caused by weaving and merging movements at interchanges. In fact, interchanges are not even explicitly identified in the HPMS. The NBI does contain data on bridges located at interchanges but it does not include detailed information about the interchanges and NBI does not treat interchange bridges separately from other bridges. In short, the two data systems and the models based on those systems (Highway Economic Requirements System and TTIs congestion model) do not support the estimation of interchange congestion impacts. Further, congestion often extends well beyond the locus of the interchange. |
| 报告类型： | 科技报告 |
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