We have options to relieve congestion

By Kevin Schmidt

            Forbes magazine ranked Atlanta its number one worst city for commuters this year. It cited the fact that “commuters spend 60 hours a year stuck in traffic, second only to those in Los Angeles. If that weren't bad enough, Atlanta is so spread out that only 29% of drivers get to and from work in less than 20 minutes, the third worst rate in the country, and 13% spend more than an hour getting to work, the fourth worst rate in the country.” During peak hours, it takes 46% longer to get somewhere than during non-peak hours. By 2030, it is estimated to take 67% longer.

That such traffic is a positive sign of a thriving economy is overlooked amid the hair-pulling congestion and rising cost of fuel. Metro Atlantans are coping by switching to alternatives such as telecommuting, flex schedules, carpooling, express buses and MARTA in record numbers. The anxiety was compounded by the failed 1% regional sales tax initiative this past legislative session, and ensured transportation will remain a key issue in 2009.

Taxpayers should be prudent in supporting a transportation plan that will fit the unique situation of metro Atlanta. While many of us wish Atlanta were dense enough for commuter or light rail to be viable, they just can’t compete with the car. According to the 2000 Census data, the mean travel time for driving alone was 26.8 minutes; transit took 47.4 minutes. Atlanta only has six people per hectacre, compared to 19 in San Francisco, 40 in New York City, and 367 in Hong Kong. Also, most work trip flows go from suburb to suburb, instead of to the central city. For rail to become viable, Atlanta would have to increase density while increasing the flow of work trips into a central part of the city. To accomplish this, land use would have to be intensely regulated to increase density and limit sprawl.

A better incentive is to eliminate the subsidies that encourage sprawl. Developers, instead of taxpayers, should have to bear the cost of connecting water and sewer along with the necessary changes to roads and traffic lights. Also, regulations need to be reduced so that low-density mandates don’t limit innovative developments.

            The Georgia Association of Railroad Passengers, a commuter rail advocate, answers the density problem by noting: “A check of the 44 metro areas with more density than Atlanta shows that 29 currently have commuter rail service* and six more are building or considering commuter rail lines. Of the 14 top metro areas with LESS density than Atlanta, six have commuter rail service*, and four more are considering commuter rail service.” In their eyes, since other cities have commuter rail, we need more commuter rail. Regardless of whether or not they worked for those cities they cite, their one-track mind is that “if you build it they will come” and therefore it will work for metro Atlanta.

            There are many improvements possible (and some are in the process) right now to lessen congestion. During the next year, GDOT is installing about 100 more ramp meters at selected interstate interchanges throughout Metro Atlanta. Mark Demidovich, Assistant State Traffic Operations Engineer for Georgia DOT is enthused by the early progress of the recent ramp meters. "Preliminarily the results have been real promising, and I don’t anticipate them changing for the worse," he says. Estimates differ, but most studies show that ramp metering reduces congestion and vehicle crashes.

            The expansion of Highway Emergency Response Operators (HERO) coverage called for by Governor Sonny Perdue’s Fast Forward Congestion Relief program is critical to reducing congestion. Approximately 52% of total delay is caused by non-recurring incidents such as crashes, disabled vehicles or debris. A Reason Foundation study estimated that a $211 million expansion of HERO could reduce peak hour delays by 30%.

            Replacing HOV with High Occupancy Toll (HOT) lanes would be a welcome addition to the long-term transportation plan. HOV lanes have lost their benefit as a managed lane from heavy congestion; only value pricing lanes can ensure reliable trip times. If priced correctly, HOT lanes can provide relatively congestion free travel for those individuals willing to pay, but the lanes would remain free for carpools of at least three. It would also help in allowing Xpress buses and vanpools to move faster than general traffic, thus making them competitive with driving alone.

            Another type of managed lanes, truck only toll (TOT) lanes are currently being studied. A 2005 State Road and Tollway Authority study found that TOT lanes could improve traveling time for trucks, lessen congestion in general purpose lanes, and raise a “respectable amount of revenue.”

            There are many relatively cheap options that can help improve transportation in metro Atlanta. Synchronizing lights, building more roundabouts, and encouraging telecommuting would have a positive impact on congestion. From 1980-2000, telecommuting in Atlanta grew 192%. As we continue in the internet age, expect telecommuting growth to continue, and commuters to benefit from fewer cars on the road.

            GDOT commissioner Gena Abraham is on track with prioritizing and reforming the DOT, but more funding will be needed for future projects. Currently only 3 % of the 4% pre paid sales tax on gas goes to GDOT. That remaining 1% should go to GDOT before tax increases are considered.

            Non-traditional funding sources such as public-private partnerships can be effective for paying for projects without a tax hike. Any proposal for a tax increase should tell taxpayers were the money will go. The funds should go towards a specific priority, rather than into a group of funds were its destination will be forgotten.

            An alternative route around metro Atlanta should be studied. Traffic that only needs to go through Atlanta, rather than having Atlanta as its destination, should be given a viable option to bypass Atlanta without entering the city or packing the perimeter. A big picture idea would be to develop a highway outside of Atlanta that goes in the same direction as I-75, and use tolls to pay for the bypass. Investing in highway where it is cheaper and still deliver congestion relief would be smarter than paying for the expensive land use rights in Atlanta.

            The plentiful options to relieve congestion should have citizens optimistic about the future of metro Atlanta, but taxpayers need to remain vigilant to ensure that their money is being spent on projects that fit the metro area.