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Enhancing Truck Efficiency and Capacity on US Highways

Explore strategies for truck separation lanes, tolling, and new corridor developments to accommodate growing freight demand. Learn about truck platoons, longer combination vehicles, and the future of large truck design.

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Enhancing Truck Efficiency and Capacity on US Highways

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  1. A Status onLarge Scale Truck Separationin the United States Presentation to: FHWA’s Talking Freight Seminar on Truck Separated Lanes/Truck Tolling March 16, 2005 Arno Hart Wilbur Smith Associates

  2. Various Concepts Grade Separated New Mixed-flow or HOV Lanes Tolled Truck Lanes Truck Climbing Lanes

  3. Need for additional freightcapacity on highways State DOT’s are starting to recognize…….

  4. National I-10 Freight Corridor Scenario 1: Widening PotentialStrategies Scenario 2: ITS Scenario 3: Truck/Auto Separation Scenario 4: Multimodal Rail Corridor Scenario 5: Multimodal Waterway Corridor Scenario 6: Urban Truck Bypass Scenario 7: Truck Productivity

  5. New freight policy directions…. Despite need for continued focus on modal DIVERSION Truck traffic is expected to grow Also need policies to ACCOMMODATE trucks • Innovations in highway development • Innovations in truck mobility/operations

  6. Propel Trucks thru Bottlenecks Focus onTrucks • Move in mass • Like rail and barge Maintain their service advantage • Door to door • Run anywhere on the system MassFlowConcept TRUCK PLATOONS • Research is on going • Auto Separated Highway System

  7. Need for additional freightcapacity on highways State DOT’s are starting to recognize……. Separation of trucks can provide additional capacity

  8. Impact of Freight on Congestion - 2025 Without Freight With Freight

  9. For: demand, diversion For: service reliability, construction needs For: safety impacts • High service freight • Delivering freight DEVELOPMENT: TRUCK ONLY LANES Candidate Selection: 3 Principal Criteria Daily Truck Volume Volume : Capacity Ratios Total Daily Volume Plus: Service Sensitivity

  10. Sustained Patterns of Combined Stress SELECTION: TRUCK ONLY LANES • 4 Candidates: • LA-Inland Empire • Phoenix-Tucson • Houston West • Gulf Coast High volumes & v/c’s Developing problems Strong central tendencies Rational start/end points

  11. Scenario 3 – Truck-Only Lanes (Impact along affected segments of corridor) Car Speed Improvements Deficient Mileage - Reduction

  12. Need for additional freightcapacity on highways Separation of trucks can provide additional capacity State DOT’s are starting to recognize……. Separation offers productivitygains/cost savings

  13. % Work Energy Consumed Powertrain & Auxiliary Loads 15% Aerodynamic Drag 53% Rolling Resistance 32% Source: John Woodruff Associates

  14. Daimler-ChryslerPromote Chauffeur Electronic drawbar Link drive train, braking & steering Fuel Savings For 2nd Vehicle Not likely in normal traffic conditions in mixed-use lanes 15-21% at 80 km/h

  15. Platooning (Chauffeur-2)(coordinated lane changing, accelerating, braking) http://www.chauffeur2.net/final_review/

  16. Longer Combination Vehicles Six-AxleTractor Semitrailer Five-Axle Trac-tor Semitrailer Seven-AxleRocky Mountain Double Eight-AxleB-Train Double Nine-AxleTurnpike Double Seven-Axle Triple Trailer

  17. The Future of Large Truck Design Special Vehicles & Policies Fuel costs, emissions, congestion and safety will likely create a demand for a new vehicle category

  18. Need for additional freightcapacity on highways Separation of trucks can provide additional capacity State DOT’s are starting to recognize……. Separation offers productivitygains/cost savings Productivity gains providefor revenue generation

  19. Washington CommerceCorridor Feasibility Study CONCEPT DEVELOP A N/S TRANSPORTATION AND ENERGY CORRIDOR WITH A LARGER ROLE FORTHE PRIVATE SECTOR

  20. Study Area • Lewis County northerly to Canadian border. • Interstate 5 • Mainline railroads • Major intercity energy facilities • Operate on separate rights-of-way

  21. Maximum Corridor ROW Width

  22. Truck Component • May be enough long-haul truck volume to support southern segment from Seattle to Oregon, but would require some public funding • To be financially feasible, a two-lane truck-toll highway south of Seattle would need to divert 50% of long-haul trucks from I-5. Trucks could pay up to a $60 toll (about $0.60/mile)

  23. Need for additional freightcapacity on highways Separation of trucks can provide additional capacity State DOT’s are starting to recognize……. Separation offers productivitygains/cost savings Productivity gains providefor revenue generation Added benefits of safety and cleaner environment

  24. Status of Ongoing Truck-Only Initiatives • I-81 Truck Corridor - Fred Altizer, Virginia DOT • I-35 in Texas – Planning for a Franchise Agreement • I-10 to Port of Gulfport – State legislation required • I-70 in MO - Determining financial feasibility • I-710 and SR 60 in SoCal – Planning/feasibility phase

  25. Thank You

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