Civil Engineering Reference
In-Depth Information
Table 13.7
Major
findings of the 2011 urban mobility report (439 US Urban Areas)
Measures of
…
1982
2000
2005
2009
2010
…individual congestion
Yearly delay per auto commuter (h)
14
35
39
34
34
Travel time index
1.09
1.21
1.25
1.20
1.20
Commuter stress index
-
-
-
1.29
1.30
“
Wasted
”
fuel per auto commuter (gallons)
6
14
17
14
14
Congestion cost per auto commuter (2010
dollars)
$301
$701
$814
$723
$713
…the nation's congestion problem
Travel delay (billion hours)
1.0
4.0
5.2
4.8
4.8
“
Wasted
”
fuel (billion gallons)
0.4
1.6
2.2
1.9
1.9
$24 $23
Congestion cost (billion of 2010 dollars) $21 $79 $108 $101 $101
Note
The value of time for the particular year is the same for all urban areas and was estimated for
passenger vehicles and trucks. The fuel costs are the per-gallon average price for each state. The
value of a person
Truck congestion cost (billion of 2010 dollars)
-
-
-
is value of their time,
rather than being based on wage rate. Only values of truck operating time are included; the value
of the commodities is not
Source
Reference [
22
], p 1, Exhibit 1
'
is time is derived from the perspective of the individual
'
should not be considered an avoidable
“
cost
”
without considering the bene
ts
of congested travel.
(3) A more rational congestion threshold metric is needed: one that is scaled to the
size of the urban area and type of road (for example, see Table
8.6
).
International Examples
This section summarizes some international examples of congestion cost estimates.
1. VTPI (Victoria Transport Policy Institute) [
23
] summarizes key congestion cost
estimates from the
US, New Zealand and central Europe
(Table
13.8
). However,
these data may not be comparable without knowing the threshold of congestion
used in each case.
2.
Transport Canada
[
24
] research report
calculates recurring and non-recurring
congestion costs (including the value of excess delay, fuel use and greenhouse
gas emissions). This approach identi
“
es the various congestion threshold
baselines that represent the point at which urban-peak speed reductions are
considered unacceptable congestion.
The 2002 annual congestion costs for
various Canadian cities are shown in Table
13.9
, for various congestion speed
threshold levels of 50, 60, and 70 % of free-
”
”
fl
ow speed
(Table
13.9
).
Numerical Example
The example assumes that population of City 1 is greater City 2, and the population
of City 3 is smaller than that of City 2. Although freeways in each city experience a
free-
fl
ow speed of 60 mph,
their threshold congestion speeds increase with
