TRIP Report: Maryland’s Heavily Traveled Transportation System Will Need Additional Investment To Ease Congestion & Improve Mobility

NEW REPORT IDENTIFIES STATE’S MOST CONGESTED HIGHWAYS AND ARTERIAL ROADWAYS & IDENTIFIES TRANSPORTATION PROJECTS NEEDED TO IMPROVE ACCESS

 Maryland’s quality of life and economic development is being hampered by high levels of traffic congestion and reduced accessibility, but is benefitting from a statewide program to improve accessibility and Governor Hogan has proposed a comprehensive set of transportation improvements designed to  improve mobility, according to a new report released by TRIP, a Washington, DC based national transportation research nonprofit.

According to the TRIP report, Keeping Maryland Mobile: Accomplishments and Challenges in Improving Accessibility in Maryland to Support Quality of Life and a Strong Economy,”the state’s roads carry the highest traffic volume in the nation and commute lengths are the second longest in the U.S. Traffic congestion costs the state’s residents and businesses billions of dollars each year and severely constrains the number of jobs accessible to residents. The Maryland Department of Transportation State Highway Administration (MDOT SHA) is implementing a plan to relieve congestion and enhance reliability, and Governor Hogan has recommended a $17.8 billion multimodal congestion relief plan designed to accommodate growth and improve economic development.

Maryland’s major urban highways and roads carried the highest average daily traffic per lane mile in the nation in 2017. The average daily commute for the state’s residents was 32.7 minutes, the second longest average commute in the nation, behind only New York at 33 minutes. The average driver in the Washington, DC area loses 87 hours to congestion each year at an annual cost of $2,007 per driver in lost time and wasted fuel. In the Baltimore area, the average driver loses 50 hours to congestion annually at a cost of $1,220 annually in lost time and wasted fuel. Congestion on the state’s highways, freeways, and major arterial roads costs the public $3.4 billion annually in the value of lost time and wasted fuel.

Traffic congestion also impacts the number of jobs available to residents. in 2017, of the approximately 1.9 million jobs accessible within a one-hour drive to residents of the Baltimore metro area, only 30 percent are accessible within a 30-minute drive. And, of the approximately 2.6 million jobs accessible within a one-hour drive to residents of the Washington, DC metro area, only 24 percent are accessible within a 30-minute drive. In 2017, the number of jobs accessible within a 40-minute drive in the Baltimore and Washington, DC metro areas during peak commuting hours was reduced by 38 and 47 percent, respectively, as a result of traffic congestion.

The TRIP report also identified the most congested portions of Maryland highways and arterial (non-freeway) roadways during weekday AM and PM peak travel hours. The chart below details the ten most congested highways and arterial roadways during peak AM and PM travel hours. A full list of the most congested segments is included in the report.

“The TRIP report outlines exactly why the Traffic Relief Plan is critical to address the congestion Marylanders deal with every day,” said MDOT Secretary Pete K. Rahn.

Freight shipments in Maryland, which are primarily carried by trucks, are expected to increase significantly through 2040 due to population and economic growth, and changes in business, retail, and consumer models, which rely on a faster and more responsive supply chain. The efficiency of freight movement in Maryland is threatened by traffic congestion, which reduces the reliability of goods movement to and from destinations in the state and through the state. The chart below ranks the five highway segments in Maryland that provide the worst travel reliability for commercial trucks as a result of traffic congestion. A full list is included in the report.

MDOT SHA congestion relief programs – which include an incident management program, additional park and ride spaces, HOV lanes, new sidewalks, and bike lanes, and improvements to at-grade rail crossings and major intersections – were estimated in 2016 to save approximately $1.6 billion in reduced delays, fuel consumption and emissions. In addition to the efforts already underway, Governor Hogan has recommended a $17.8 billion multimodal congestion relief plan that includes the following: widening approximately 70 miles of Interstates via funding provided through a public-private partnership, completion of the Purple Line from the Bethesda Metro Station to the New Carrollton Metro Station, and a statewide expansion of the smart traffic signal program.

“It is critical that Maryland has a robust transportation plan capable of improving mobility and accessibility, which is vital to the state’s economic health and quality of life,” said Will Wilkins, TRIP’s executive director. “While recent state efforts to ease congestion and improve the reliability of Maryland’s transportation system have been helpful, more work still needs to be done. Congress can help by fixing the federal Highway Trust Fund and passing major infrastructure legislation.”

Keeping Maryland Mobile:

Accomplishments and Challenges in Improving Accessibility in Maryland to Support Quality of Life and a Strong Economy

Executive Summary

Accessibility is a critical factor in a state’s quality of life and economic competitiveness. The ability of people and businesses using multiple transportation modes to access employment, customers, commerce, recreation, education and healthcare in a timely fashion is critical for the development of a region and a state. Maryland’s quality of life and economic development is being hampered by high levels of traffic congestion and reduced accessibility, but stands to benefit from a statewide program to improve accessibility in the Old Line State and could realize significant benefits from a proposal for an even more robust program to improve mobility.

TRIP’s “Keeping Maryland Mobile” report examines the mobility and efficiency of the state’s transportation system and improvements needed to enhance access.

TRAFFIC CONGESTION IN MARYLAND

High levels of traffic congestion on Maryland’s major urban roads and highways reduce the reliability and efficiency of personal and commercial travel and hamper the state’s ability to support economic development and quality of life.

  • Maryland’s major urban highways and roads ranked number one nationally in 2017 for the average amount of traffic carried daily per-lane-mile, and second nationally in average daily commute length from 2013 to 2017.

  • The following chart shows the number of hours lost annually per average driver in the state’s two largest urban areas and the per-driver cost of lost time and wasted fuel due to congestion in 2017.

  • In its 2017 state mobility report, the Maryland Department of Transportation State Highway Administration (MDOT SHA) estimates that congestion on the state’s highways, freeways and major arterial roads costs the public $3.4 billion annually in the value of lost time and wasted fuel.
  • A Center for Transportation Studies report found that, in 2017, of the approximately 1.9 million jobs accessible within a one-hour drive to residents of the Baltimore metro area, only 30 percent are accessible within a 30-minute drive. And, of the approximately 2.6 million jobs accessible within a one-hour drive to residents of the Washington, DC metro area, only 24 percent are accessible within a 30 minute drive.
  • The Center for Transportation Studies report also found that, in 2017, the number of jobs accessible within a 40 minute drive in the Baltimore and Washington, DC metro areas during peak commuting hours was reduced by 38 and 47 percent, respectively, as a result of traffic congestion.

MARLAND’S MOST CONGESTED ROADWAYS

In its 2017 annual mobility report, MDOT SHA ranked the state’s most congested sections of highways and most congested sections of arterial (non-freeway) roadways.  Traffic congestion on these routes significantly reduces the reliability of travel times in these corridors.

  • The following chart shows the most congested portions of Maryland highways during weekday AM and PM peak travel hours.

  • The following chart shows the most congested portions of Maryland arterial roadways during weekday AM and PM peak travel hours.

POPULATION, ECONOMIC AND TRAVEL TRENDS IN MARYLAND

The rate of population and economic growth in Maryland has resulted in increased demands on the state’s transportation system. 

  • Maryland’s population reached approximately six million residents in 2018, a 14 percent increase since 2000. Maryland’s population is expected to increase to approximately 6.9 million people by 2040 and the state is expected to add another 600,000 jobs by 2040.
  • From 2000 to 2017, Maryland’s gross domestic product (GDP), a measure of the state’s economic output, increased by 45 percent, when adjusted for inflation and U.S. GDP increased by 37 percent.
  • Vehicle miles traveled (VMT) in Maryland increased by 20 percent from 2000 to 2017 –from 50 billion VMT in 2000 to 60 billion VMT in 2017. The rate of vehicle travel growth in Maryland has accelerated since 2013, increasing by six percent between 2013 and 2017.
  • By 2040, vehicle travel on I-495 and I-270 is expected to increase by 10 percent and 15 percent respectively.
  • Travel on the InterCounty Connector, a 19-mile tolled highway from I-370 to US 1, which was opened in stages from 2011 to 2014, increased by 35 percent from 2014 to 2016, reaching a daily average of 50,900 vehicles.

FREIGHT TRANSPORTATION IN MARYLAND

Freight shipments in Maryland, which are primarily carried by trucks, are expected to increase significantly through 2040 due to population and economic growth, and changes in business, retail, and consumer models, which rely on a faster and more responsive supply chain.  The efficiency of freight movement in Maryland is threatened by traffic congestion, which reduces the reliability of goods movement to and from destinations in the state and through the state. 

  • Annually, $369 billion in goods are shipped to and from sites in Maryland, mostly by truck.  Seventy-seven percent are carried by trucks and another 16 percent are carried by courier services or multiple mode deliveries, which include trucking.
  • The value of freight shipped to and from sites in Maryland, in inflation-adjusted dollars, is expected to increase 110 percent by 2045.
  • The following chart shows the five highway locations in Maryland carrying the largest number of large commercial trucks daily, and the five highway locations where large commercial trucks make up the largest share of daily traffic.

 

  • The following chart details the highway segments in Maryland that provide the worst travel reliability for commercial trucks as a result of traffic congestion.

  • Highway accessibility was ranked the number one site selection factor in a 2017 survey of corporate executives by Area Development Magazine. Labor costs and the availability of skilled labor, which are both impacted by a site’s level of accessibility, were rated second and third, respectively.

PROGRESS IN RELIEVING TRAFFIC CONGESTION IN MARYLAND  

Using a combination of programs and projects, the MDOT SHA is addressing Maryland’s traffic congestion and reliability challenges. These efforts are aimed at improving efficiency and expanding the capacity of the state’s transportation system.

  • MDOT SHA congestion relief programs and projects to improve the efficiency and expand the capacity of the state’s major roadways were estimated in 2016 to save approximately $1.6 billion in reduced delays, fuel consumption, and emissions.
  • MDOT SHA congestion relief efforts include: an incident management program that in 2016 cleared more than 30,000 incidents and assisted approximately 42,000 stranded motorists; improved traffic signalization; the provision of approximately 6,700 park and ride spaces at 106 locations; the use of High Occupancy Vehicle (HOV) lanes on portions of I-270 and US 50; the addition of nine miles of new sidewalks, 88 miles of marked bike lanes and six miles of shared use bike lanes; the addition of four new virtual freight weigh stations; the improvement of eight at-grade rail crossings; and, improvements to ten major intersections and the widening of a portion of MD 355 from Center Drive to West Cedar Lane in Montgomery County.

PROPOSED IMPROVEMENTS TO ENHANCE ACCESSIBILITY IN MARYLAND  

Governor Larry Hogan has recommended a transportation plan designed to provide congestion relief, accommodate growth and improve economic development in Maryland. Using innovative design and funding methods, the goal of the plan is to improve the capacity, operations, and safety of Maryland’s transportation system.

  • The $17.8 billion multimodal congestion relief plan includes:
  • Widening of approximately 70 miles of Interstates in Maryland via funding provided through a public-private partnership, including I-495 from south of the American Legion Bridge to east of the Woodrow Wilson Bridge and I-270 from I-495 to I-70, including the east and west I-270 spurs.
  • A traffic relief plan for portions of the Baltimore Beltway from I-70 to MD 43.
  • An active traffic management program for I-95 from MD 32 to MD 100.
  • The expansion of express toll lanes on I-95 from MD 43 to MD 24.
  • The completion of the Purple Line from the Bethesda Metro Station to the New Carrollton Metro Station.
  • Improvements to the BaltimoreLink transit system, the METRO system, and the MARC system.
  • Statewide expansion of the smart traffic signal program.

FEDERAL TRANSPORTATION FUNDING IN MARYLAND

Investment in Maryland’s roads, highways, and bridges is funded by local, state and federal governments.   The current five-year federal surface transportation program includes modest funding increases and provides states with greater funding certainty, but falls far short of providing the level of funding needed to meet the nation’s highway and transit needs. The bill does not include a long-term and sustainable revenue source.

  • Most federal funds for highway and transit improvements in Maryland are provided by federal highway user fees, largely an 18.4 cents-per-gallon tax on gasoline and a 24.4 cents-per-gallon tax on diesel fuel. Because revenue into the federal Highway Trust Fund has been inadequate to support legislatively set funding levels since 2008, Congress has transferred approximately $53 billion in general funds and an additional $2 billion from a related trust fund into the federal Highway Trust Fund.

Sources of information for this report include the Federal Highway Administration (FHWA), the Maryland Department of Transportation State Highway Administration (MDOT SHA), the American Association of State Highway and Transportation Official (AASHTO), the American Road and Transportation Builders Association (ARTBA), the Bureau of Transportation Statistics (BTS), the U. S. Census Bureau, the Center for Transportation Studies, the Texas Transportation Institute (TTI) and the National Highway Traffic Safety Administration (NHTSA).  All data used in the report are the most recent available. 

DEWALT® Announces the Six-Tool ATOMIC™ Compact Series

Lightweight and optimized for use in tight spaces, the ATOMIC Compact Series™ adds to the 20V MAX* System which now features 200+ products

DEWALT announces the ATOMIC™ Compact Series, part of the 20V MAX* System, available throughout 2019 and 2020.

New to the 20V MAX* System, which now features over 200 products, the ATOMIC™ Compact Series combines performance and durability in a compact format. It is optimized for tight spaces, overhead work, and for long periods of use. For general contractors, remodelers, electricians, mechanical and HVAC tradespeople, plumbers, cabinetry and furniture builders, these tools serve users in a wide variety of applications. The line will include the following tools:

Available Spring 2019

  • 20V MAX* Compact Drill/Driver

o   Kitted with two compact batteries: 

o   Bare  (without batteries)

  • 20V MAX* Compact Impact Driver

o   Kitted with two compact batteries: 

o   Bare (without batteries):

Available Fall 2019

  • 20V MAX* Compact Hammer Drill/Driver

o   Kitted with two compact batteries:

o   Bare (without batteries)

  • 20V MAX* Compact Circular Saw

o   Kitted with one 5.0Ah battery

o   Bare (without batteries)

  • 20V MAX* Compact Oscillating Multi-Tool

o   Bare (without batteries)

Available Early 2020

  • 20V MAX* Compact Reciprocating Saw

The Drill/Driver, Impact Driver, and Hammer Drill/Driver come equipped with efficient brushless motors that deliver long runtime, LED work lights for visibility in dark workspaces, variable speed triggers, and adjustable belt hooks for left or right attachment. The 20V MAX* Compact Drill/Driver has up to 13% more power on average, using a 1.3Ah battery (DCB207 sold separately) and is 25% more compact than the DCD771. The 20V MAX* Compact Impact Driver has up to 21% more max torque than the DCF885, on average, using 1.3Ah battery (DCB207 sold separately). Performance information is below.

  • The 20V MAX* Compact Drill/Driver achieves 340 UWO and 0-1650 RPM.
  • The 20V MAX* Compact Impact Driver achieves 1700 inch-pounds of max torque and 2800 RPM.
  • The 20V MAX* Compact Hammer Drill/Driver achieves 340 UWO, 0-1650 RPM, and 0-28,050 BPM for fast drilling in masonry materials.

The cutting tools included in the ATOMIC™ Compact Series also offer efficient brushless motors and long runtime. The 20V MAX* Compact Circular Saw has the power and depth-of-cut to complete 2×4 dimensional lumber at 90 degrees. With its extended reach, the rear-handle-design is maximized to rip sheet goods such as 3/4-inch OSB (oriented strand board). The circular saw also features a removable auxiliary handle, onboard dust port, electronic blade brake, and onboard blade key storage. The 20V MAX* Compact Oscillating Multi-Tool includes a Quick-Change™ accessory blade holder, bright LED work light, and ergonomic Dual-Grip™ variable speed trigger. The Reciprocating Saw also includes a bright LED work light, Quick-Change™ blade holder, an ergonomic variable speed trigger, and a pivoting shoe for cutting performance. The tools will come standard with a three-year limited warranty, one-year free service contract and 90-day money-back guarantee. For more information on the ATOMIC™ Compact Series, visit www.DEWALT.com.

*Maximum initial battery voltage (measured without a workload) is 20 volts. Nominal voltage is 18.

**Of the mass merchant retail stores.

About DEWALT

DEWALT is obsessed with how users work in the real world and are relentlessly pursuing total job site solutions. By incorporating its latest technology and industry innovations, DEWALT is leading the charge for the job site of the future. DEWALT products. GUARANTEED TOUGH®. For more information, visit www.dewalt.com

Deadline for CASE Fourth-Annual Dire States Equipment Grant Is Less Than Two Weeks Away

Grant provides $25,000 in free equipment use to one winning community to repair and/or build local infrastructure or other critical systems.

CASE Construction Equipment has issued the call for entries for the 2019 Dire States Equipment Grant. Submissions can be made at DireStates.com/Grant. The 2019 entry deadline is March 31, 2019, and the winner will be announced in April 2019.

Originally launched in 2016, the Dire States Grant provides one winning community with $25,000 in free equipment use to help offset the costs of building or repairing a critical piece of local infrastructure. Representatives of municipal, county and other local governments are eligible to apply. Entrants will be asked to describe the project and provide a detailed assessment of how that local piece of infrastructure will benefit the community.

Examples of suitable infrastructure projects include: road/bridge repair or construction, utility pipe replacement, erosion control along lakes and rivers, wastewater system improvements, school projects and park/recreational construction. All projects that fall within the 16 core categories of infrastructure, as identified by ASCE in its Infrastructure Report Card, will be considered.

The 2018 winner was Surrey, North Dakota. The community used the grant to significantly transform the city’s rainwater runoff and roadway drainage.

“We wouldn’t have been able to complete this amount of work in 100 years – and this has saved Surrey more than $100,000 in work that otherwise wouldn’t have been done,” said Keith Hegney, public works director, Surrey, North Dakota.

“Surrey represents the ideal Dire States entrant  — a community that was able to show the compounding benefit of infrastructure improvements on other elements of the city’s systems and future growth,” says Michel Marchand, vice president — North America, CASE Construction Equipment. “Entries for this grant have increased exponentially each year, which highlights the continued need for a greater focus on local infrastructure funding and development.”

“While Federal funding is critical to long-term sustainability of the nation’s infrastructure, it’s the network of local projects that most directly impact our daily lives,” says Athena Campos, senior director of marketing, CASE Construction Equipment. “At CASE, we’re working together with our dealers and customers to make a difference in building those local communities.”

All local governments in the United States are eligible to apply. A full list of rules and submission criteria are available at DireStates.com/Grant. For more information on Dire States, visitDireStates.com. For more information on CASE, visit CaseCE.com.

CASE Construction Equipment sells and supports a full line of construction equipment around the world, including the No. 1 backhoe loaders, excavators, motor graders, wheel loaders, vibratory compaction rollers, crawler dozers, skid steers, compact track loaders and rough-terrain forklifts. Through CASE dealers, customers have access to a true professional partner with world-class equipment and aftermarket support, industry-leading warranties and flexible financing. More information is available at www.CaseCE.com.

Dire States grant is less than two weeks away, for detailed information:

https://direstates.com/grant/?utm_source=Content&utm_medium=Roots&utm_term=Outreach&utm_content=Outreach&utm_campaign=CASE-DS.

Tom Ewing’s Environmental Update

*  NOAA’s Ocean Exploration Advisory Board meets for two days next week in Oakland, CA.  A primary topic on the draft agenda is NOAA’s “Blue Economy,” which includes marine transportation, tourism, ocean exploration, and fisheries and amounts to approximately $320 billion of the United States’ gross domestic product (GDP).  The OEAB advises NOAA leadership on strategic planning, exploration priorities, competitive ocean exploration grant programs and other matters as requested by NOAA’s Administrator.  The 12-member Board is chaired by John R. Kreider, Senior VP Advanced Technology of Oceaneering International, Inc.
*  The Fish and Wildlife Service (FWS) proposed last week, on Friday, in a 40-page Federal Register notice, to delist the Gray Wolf – from the List of Endangered and Threatened Wildlife.  By the next day, Saturday, the docket had over 500 comments from interested groups and citizens.  This change – which started, nationally, in 2013 – would not impact the status of the Mexican wolf (Canis lupus baileyi).  FWS writes that “We propose this action because the best available scientific and commercial information indicates that the currently listed entities do not meet the definitions of a threatened species or endangered species under the Act due to recovery.” The comment period closes on May 14.
*  Two big deepwater port projects are starting off Texas’ coast.  One is called COLT, the other SPOT – not sure if those are acronyms or not.  SPOT will have over 100 miles of 36” double on-shore and in-water pipelines.   The new port will allow for up to two very large crude carriers (VLCCs) or other crude oil carriers to moor at single point mooring (SPM) buoys and connect with the deepwater port via floating connecting crude oil hoses and a floating vapor recovery hose. The maximum frequency of loading VLCCs or other crude oil carriers would be 2 million barrels per day, 365 days per year.  COLT has similar statistics.  MARAD and the Coast Guard are starting an environmental impact statement for SPOT and they have scheduled an open house and public meeting in Lake Jackson, TX next week.  You’ll be happy to know there’s free parking.

Tom Ewing
reply” or
513-379-5526 voice/text

ARTBA: House Committees Discuss Infrastructure Package, Surface Transportation Reauthorization

By Dean Franks, senior vice president, congressional relations, ARTBA

The first hearing on reauthorization of the FAST Act law, entitled “Aligning Federal Surface Transportation Policy to Meet 21st Century Needs,” took place March 13 before the House Highways & Transit subcommittee.  It covered a wide range of subjects, including how best to address the Highway Trust Fund revenue shortfall, measures to improve the project delivery process, and the use of new technologies to improve safety and congestion.FAST Act

Seven witnesses tackled questions from committee members ranging from building on the existing partnership between federal, state and local entities to workforce training and development.

The FAST Act is set to expire Sept. 30, 2020.  Reauthorization of the law could come sooner, however, with both the Trump administration and congressional Republicans calling for an updated surface transportation law to be the basis for any infrastructure package this year.

Also on March 13, Treasury Secretary Steven Mnuchin defended the administration’s FY 2020 budget request at a House Ways & Means Committee hearing.  Chairman Richard Neal (D-Mass.) began the infrastructure discussion saying, “At the top of that list is infrastructure. Repairing our aging roads and bridges and investing in a 21st-century infrastructure system is a win for everyone – workers, consumers, businesses, and the economy as a whole.”

Mnuchin defended the administration’s plans for a $1.5 trillion infrastructure package and pledged to work with Congress in a bipartisan manner.  When asked if a motor fuels tax was part of the president’s plans, Mnuchin did not dismiss the idea but also did not endorse the revenue mechanism.

Without an increase in Highway Trust Fund revenues, the next surface transportation law will require an average of $19 billion per year on top of existing user fee revenues just to maintain current levels of spending.  ARTBA staff will continue working on Capitol Hill and with the administration to ensure that any infrastructure package or FAST Act reauthorization includes a permanent, user-fee based revenue fix that will sustain adequate long-term investments in the trust fund.