I can see where the study compares the costs of planned modifications to and maintenance of the I-70 corridor (cost avoidance) with the cost to implement the concept. I don’t see the same comparison on the benefits side. Won’t some of the planned improvements provide safety and economic benefits to the corridor? Do the numbers presented here only capture the additional safety and economic benefits that come with the truck only lanes beyond what the already planned improvements would generate? (TREDIS),the Economic Model used for the benefits analysis, incorporates these safety and efficiency benefits into the calculations that are provided as outputs to economic benefits and job growth. So yes, the numbers capture the additional benefits.
What are the different assumptions that make the P3 tolling option results different than the public tolling option results as far as revenue generation, i.e., 74% of project costs from P3, 45% of project costs from public funding model. Is the assumption a government can?t run it like a business?
P3 financial models tend to result in greater financing capacities than public agency financial models for a number of reasons. The main reason for this is that the private sector brings equity to a project, which is not available in a public agency financial model. The return on equity is the revenue in excess of debt service and operational costs. As a result, the private sector tends to take a more aggressive approach to revenue estimation than public agencies.
In some locations in Missouri, trucks are banned from the inside lanes of I-70, when normally trucks without a stop in an urban area would prefer to stay in those lanes. From our experience, this creates bottlenecks for trucks. We are also concerned about maintenance of I-70. The Missouri Department of Transportation is working hard to make sure that I-70 is maintained properly. That being said, much of I-70 needs to be re-built from the ground up. Work is ongoing to identify funding for that work. The prohibition of trucks on inside lanes was implemented to help move traffic more efficiently in some key locations. Specifically, the current Missouri law prohibits trucks from driving in the inside left lane where the following conditions are met: (1) where there are currently three or more lanes in each direction, (2) within three miles of where an interstate highway and a three-digit numbered Missouri Route, and (3) where the average daily traffic count on the interstate highway is at least 130,000 vehicles.
How would dedicated truck lanes work?
There are a number of concepts under consideration for the 800-mile corridor. Concepts range from simple steps, like signs directing trucks to only use certain lanes to more complex highway configurations that use barriers to separate trucks and cars and utilize special entrance and exit ramps for trucks. Other concepts range from allowing longer trucks on dedicated lanes, to incorporating advanced technology devises to improve the flow of traffic.
In Missouri, a recently completed study has trucks operating on the inside (left) lanes with a barrier separation. Click here to view the video to see a video of that concept.
How would we pay for dedicated truck lanes? The Feasibility Study will not make any final decisions, but will explore a range of funding options, including public/private partnerships, special fees, tolling, as well as the possibility of traditional federal and state funding. Any future decisions on funding sources will likely be made by the state DOTs, their elected officials and citizens.
Will I-70 be widened in cities, or will bypasses be built? This study will look at a range of options in major metropolitan areas. Specific design decisions will not be made during the Feasibility Study. Each urban area has unique challenges and opportunities. If Coalition member states decide to explore the option for dedicated truck lanes and their design in more detail, options for urban areas include (but are not limited to):
- Alternate lane configurations
- Alternate separation modes or barriers
- Mixing of truck and other traffic
- Having truck lanes follow existing by-passes
Final decisions will need to be made in coordination with local communities, citizens and their elected officials and planning organizations.
If this is a feasibility study, why is Missouri already planning to build truck lanes? Missouri is one of the four states looking at the regional benefits of dedicated truck lanes. As a stand-alone section of I-70, the Missouri Department of Transportation (MoDOT) has determined that for I-70 in Missouri, dedicated truck lanes are the best approach for addressing congestion and safety. In August of 2009 MoDOT received Federal approval to move forward with dedicated truck lanes. At this time, MoDOT is seeking funding to construct the first 30-mile section. Funding to rebuild the whole of I-70 in Missouri has not been secured.
Are there dedicated truck lanes in other places? Where? The proposed 800-mile length of the corridor is a first of its kind. Throughout the U.S. and the world there are a number of roadways that are restricted to passenger vehicles only, as well as a number of short sections of roadway that are designated as truck-only lanes. Some of those are hill climbing lanes or special ramps that are designated for trucks only. In California, there are several sections of highway (less than three miles) that have truck-only lanes.
Why are only these four states involved? The I-70 corridor through Illinois, Indiana, Missouri and Ohio presents a unique, regional opportunity to address congestion and improve efficiency as the states function together as an inter-related economy. As the study progresses, other states to the east and west may be added.
The four coalition member states have signed Memorandum of Understanding among themselves and committed to jointly utilize funding from U.S. Department of Transportation to pay for the Feasibility Study.
If this is a "Corridor of the Future," what's futuristic about it?
- The study is looking at a regional - rather than state - approach to addressing congestion, safety and economic growth.
- There are emerging technology innovations for both design and operations that could have significant positive impacts, especially when utilized on an 800-mile corridor.
- In freight movements, the 800-mile corridor length is critical in the evaluation of how trucks, trains and other modes work together to supply and support businesses throughout the region and across the nation.
- In the past, it has been rare to have multiple states join together to evaluate a concept that could be applied uniformly across all states.
What are some of the perceived benefits of dedicated truck lanes?
Separating trucks from other traffic could:
- Increase safety
- Reduce congestion
- Allow more efficient travel for both trucks and cars
- More efficient movement of goods
What about improving rail systems instead of building more highway lanes? This study is focusing on the potential feasibility and usefulness of dedicated truck lanes to improve safety and economic growth in the region as they interact with other modes, including rail.
When looking at truck and rail shipments, it is important to note that trucks and trains often carry different products for different distances. Shippers choose to move their goods by trucks or rail based on factors such as:
- Size and weight
- Quantity
- Handling requirements
- Final destination
- Speed of delivery
- Proximity to highways, ports, stations or rail yards
Based on current data, items travelling 800 miles or less are frequently shipped by truck.
Ultimately, the rail and truck systems need to work together as items shipped by rail often require trucks for delivery to final destinations in stores and businesses located within neighborhoods and communities.
How can I become involved in the process? Sign up for our mailing list by going to the "Get Involved" page on this web site. That page also has information on past and future community, stakeholder and industry involvement opportunities.
How are the states working together on this project? The four states are represented on the I-70 Coalition, with the Indiana Department of Transportation serving as project lead. The Coalition meets in person, or via conference call, on a regular basis for project updates and to provide input and direction to the Feasibility Study.
How will the dedicated truck lanes be enforced? If the Coalition member states decide to move forward with dedicated truck lanes, it is likely that some laws and regulations will need to be updated. The study team is already talking with elected and state law officials to identify concerns and potential needs related to dedicated truck lanes.
What's next? At the conclusion of the first phase of the Feasibly Study, the Coalition states decided that dedicated truck lanes are feasible, and work has begun on the second phase, which will include more detailed analysis of dedicated truck lanes. Before any design or construction could begin, there will need to be appropriate environmental studies to quantify specific benefits and impacts.
