Agenda - 10-21-1986 - Laserfiche WebLink

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4 oo� To explore the commuter lane option a bit further, suppose that commuter lanes were .built on 1-40 instead of the planned general traffic lanes. What would be the impact on, for example, 1995 traffic congestion, and .would com- muters use the special lanes? - If vehicles had to have three or more passengers in them to use a coo- muter lane, an excellent level of service (LOS E) traffic flow could be achieved. The trip to work along the 10-mile commuter lane would be faster and save commuters approximately three to five minutes relative to travel in the adjacent general lanes where traffic -would move at an improved level, of _ service (LOS D). Thus, by building a commuter lanes travel would be significantly better for those who choose ride sharing, and the commuters in private automobiles would be better off, also. Without the commuter lane and. without Increased ridesharing, the new six-lane 1-40 will be over-capacity (LOS E) soon after It is opened. For successful commuter lane operation, however, the average 4OR - must be 1.4, a high, but reachable goal. Charlotte, for example, has a - -: similar ridesharing goal for travel to the downtown area. With the synergistic, mutually beneficial interactions . between a good regional . ridesharing program and commuter lanes, the necessary YOR can be achieved. Light rail service can also affect traffic - congestion and the need . to build highways if a high percentage of travelers use the system. Theoreti- cally a high capacity light rail line can substitute for up to seven highway lanes in high density corridors. In lower capacity corridors light rail is usually justified for a ridership of 4000 passengers per hour which Is equiva- - , lent to about two highway lanes. . Comparing this threshold ridership figure to projected regional travel suggests a required public transportation. ridership. of about 12% of the year 2005 morning rush hour traffic between -Ra leigh, the - . Research Triangle Park area, and Durham. If only .tbe Durham Expressway.corri- dor, which. is one possible light rail route, is considered, approximately 36%- of the commuters in that corridor would have to choose light rail in order to. judge it feasible. (Of course right-of-way, construction, and operating . costs, as well as access and distribution problems must also be considered in evaluating the feasibility of light- rail..) Thus, if light rail becomes feasi- ble in the future, it can make a significant impact on congestion and the need - to build highway lanes. As discussed in the answer to the first major ' question, however, the outlook for light rail remains uncertain. In summary, if there can be significant increases in the use or carpools, - vanpools, buses, or light rail, then there can be significant impacts on cam- ' gestion and the need to build.highways. The success of public transportation, however, will depend not only on making it available, but also on making it attractive with respect to cost, convenience, end speed. Thus, there are challenging opportunities to the public and private sectors to use transports tion and land use policies to influence public transportation and eventually the ways in which we live and travel. •