Have You Ever Wondered? What is Transportation Demand Management?

From Wikipedia, the free encyclopedia

Transportation demand management or travel demand management (both TDM) is the application of strategies and policies to reduce automobile travel demand, or to redistribute this demand in space or in time.[1][2]

In transport as in any network, managing demand can be a cost-effective alternative to increasing capacity. A demand management approach to transport also has the potential to deliver better environmental outcomes, improved public health and stronger communities, and more prosperous and livable cities. The techniques of TDM, applied by government transport agencies, link with and supports community movements for sustainable transport.


Background :
The term TDM has its origins in the United States in the 1970s and 1980s, and is linked to the economic impacts of the sharp increase in oil prices during the 1973 oil crisis and the 1979 energy crisis. As long lines appeared at gas stations, it became self-evident that alternatives to single occupancy commuter travel needed to be provided in order to save energy, improve air quality, and reduce peak period congestion.[3]

The concepts of TDM borrowed from mainstream transport planning in Europe, which had never been based on assumptions that the private car was the best or only solution for urban mobility. For example the Dutch Transport Structure Scheme has since the 1970s required that demand for additional vehicle capacity only be met "if the contribution to societal welfare is positive", and since 1990 has included an explicit target to halve the rate of growth in vehicle traffic.[4]

Some cities outside Europe have also consistently taken a demand management approach to transport and land use planning, notably Curitiba, Brazil, Portland, Oregon and Vancouver, Canada.

Relatively low and stable oil prices during the 1980's and 1990's led to significant increases in vehicle travel, both directly because people chose to travel by car more often and for greater distances, and indirectly because cities developed tracts of suburban housing, distant from shops and from workplaces, now referred to as urban sprawl. Trends in freight logistics, including a movement from rail and coastal shipping to road freight and a requirement for just in time deliveries, meant that freight traffic grew faster than general vehicle traffic.

Because vehicle travel was increasing rapidly from 1980-2000, it follows that (with a few exceptions) the techniques of demand management were not widely or successfully applied during this period. Small-scale projects to provide alternatives to single occupant commuter travel were common, but generally were led from outside the mainstream of transport planning. However many of the techniques in the demand management toolbox were developed during this period.

The British Government's marked a change in direction. In the introduction to the White Paper, Prime Minister Tony Blair stated that

We recognise that we cannot simply build our way out of the problems we face. It would be environmentally irresponsible - and would not work.

A companion document to the White Paper called Smarter Choices researched the potential to "scale up" the small and scattered demand management initiatives then occurring across Britain, and concluded that the comprehensive application of these techniques could reduce peak period car travel in urban areas by over 20%.[6]

A [7] by the United States Federal Highway Administration, was also released in 2004 and also concluded that a more proactive approach to transportation demand was an important component of overall national transport strategy.

Why manage travel demand?
The need to manage travel demand has now become urgent for a number of converging reasons.

Oil prices have now passed the previous peak in 1980, and 95% of all energy used in transport is oil. Vehicle travel in the United States, which has been rising steadily since records began, began to level out before the fuel price increases and is now in decline.[8]. Part of this decline is likely to be people making fewer trips, with potentially far-reaching economic and social consequences. Countries and cities where the car is one of many travel choices are more likely to prosper, as people can choose to drive less but are still able to travel by transit, cycle safely, walk to local shops and facilities, or choose to work or study from home.

Transport systems are responsible for 23% of energy-related greenhouse gas emissions, and are increasing at a faster rate than any other energy using sector.[9] Demand management is central to the effort to reduce greenhouse gas emissions from urban transportation,[10]

Increases in vehicle travel are linked to a range of health problems including poor urban air quality, road injuries and fatalities, and reduced physical activity. The World Health Organisation released a [11] in 2003, and stated that:

We are concerned that current patterns of transport, which are dominated by motorised road transport, have substantial adverse impacts on health.

The efficacy of expanded roadways in managing traffic congestion is increasingly under challenge. Much of the traffic on new or expanded roads has been shown to be induced.

A growing sustainable transport movement is mobilising public demand for investment in safer, more livable cities with a greater range of travel choices.

There is a broad range of TDM measures, including:

Transportation Management Associations: leverage public and private funds to increase the use of ridesharing and other commuting options that reduce traffic congestion and improve air quality.
Including or improving pedestrian-oriented design elements, such as short pedestrian crossings, wide sidewalks and street trees.
Requiring users of parking to pay the costs directly, as opposed to sharing the costs indirectly with others through increased rents and tax subsidies.
Including and improving public transportation infrastructure, such as subway entrances, bus stops and routes.
Subsidizing transit costs for employees or residents.
Bicycle-friendly facilities and environments, including secure bike storage areas and showers. See Bicycle transportation engineering
Providing active transportation (AT) facilities including bike lanes and multi-use trails.
Flex-time work schedules with employers to reduce congestion at peak times
Congestion pricing tolls during peak hours.
Road space rationing by restricting travel based on license plate number, at certain times and places.
Workplace travel plans.
Roadspace reallocation, aiming to re-balance provision between private cars which often predominate due to high spatial allocations for roadside parking, and for sustainable modes.
Time, Distance and Place (TDP) Road Pricing, where road users are charged based and when, where and how much they drive. Some transportation experts believe TDP pricing is an integral part of the next generation in transportation demand management.

Virginia: Leading by Example

Telework is not just a flexible work arrangement, but a performance management strategy that can facilitate a new kind of outcomes-based government. So noted Aneesh Chopra, Secretary of Technology for the Commonwealth of Virginia, during his keynote address at the October 15 Telework Exchange Town Hall Meeting. Chopra explained that the Commonwealth's telework program is enabling state agencies to improve productivity significantly, slash turnover rates and excessive leave time, and save money.

"This is not just because of the good deeds of doing right by the environment or addressing our congestion issues - both of which are obvious priorities - this is good business sense," Chopra stated, adding that telework is something his state increasingly is turning to, even as the state faces an unexpected $2.5 billion budget shortfall in the wake of the recent economic slowdown.

Under Governor Tim Kaine's leadership, Virginia has taken a more progressive and highly-successful approach to government operations by putting the emphasis on results rather than traditional measures, such as the amount of time spent on a project. That strategy, not surprisingly, includes a strong emphasis on telework, which, Chopra says, came up early and frequently when the new administration took office in 2005.

"Governor Kaine immediately acknowledged that when it comes to managing by outcomes, the very natural question is: ‘Why do we care where you work?'" Chopra recalled, noting that one of the Governor's very first actions was to create an office to promote telework, managed by Karen Jackson, and he set an ambitious goal of enabling 20 percent of the Commonwealth's workforce to telework on a regular basis by 2010. "Telework became a very natural priority for us as we thought about outcomes-based government."

As part of its performance management approach, the new administration first required that all 95 state agencies sit down and document the key outcomes they needed to achieve during the next five to ten years. These objectives and related productivity measures were published on a public Web site, to "change the lexicon of our discussion," Chopra explained.

"Now when we have a budget discussion, we talk about it in terms of: ‘How much will an incremental investment in "X" yield in terms of outcome improvement?'" he explained. "So we have an outcome goal that we hold ourselves accountable for and we have a portfolio of programs and initiatives that we now can use to measure success against those goals."

When it came to telework, Governor Kaine took a multi-pronged approach to implementing a telework culture across the Commonwealth. Chopra and his team codified the definition of telework as working at least one day per week (or 32 hours per month) out of the office; changed the eligibility standard from an opt-in to an opt-out approach; established a cross-agency technology group to develop and post information on telework best practices and guidelines, including a telework roadmap; and encouraged private sector adoption by getting pledges from some of the largest employers in the state to match the Governor's telework goals.

Strategies also included leading by example and showing - not telling - agencies how effective telework is at improving government operations.

Kaine, for example, made it a policy for his Cabinet secretaries and their staffs to telework on a regular basis and required that Chopra and other executives provide details of all telework activity in their weekly priorities report to the Governor.

"This has rocked our culture," Chopra stated. "Prior to this, the attitude was, ‘Yeah, telework is important for the agencies because those people process paper, but we're really important people in the Cabinet. It's going to be hard for us to telework.' Gov. Kaine said, ‘Not in my administration.' Now, I must report weekly who teleworked and how many days, by name. That's leading by example."

The Tax Department, meanwhile, volunteered to conduct a telework pilot program, and the effort effectively illustrated telework's benefits - but with a few surprises, Chopra noted. Teleworkers who do mail processing achieved an 80 percent improvement in productivity when compared to the standard by which they're supposed to perform, while data-entry workers at home showed efficiency rates of 110 percent above the standard. In addition, employee turnover is considerably lower among full-time teleworkers at the Tax Department, just eight percent versus the overall agency average of 58 percent. This retention rate, coupled with productivity gains, translates into $141,000 in measurable decreases in retraining and job vacancy costs.

Today, the Virginia Tax Department's top executive teleworks, as do 62 percent of its eligible workers. All of this shows, Chopra told his audience, that telework "is not a nice-to-have but a need-to-have - especially in this budgetary environment. It's why more and more agencies are looking to telework as a strategy to meet the tough goals."

To view Aneesh Chopra's October 15 keynote presentation at the Fall 2008 Town Hall Meeting, please visit www.teleworkexchange.com.

Commuting by Bike - Information from Fairfax County

Commuting by Bike


Bike Racks on Fairfax Connector Buses
Now it is easier than ever to commute by bike and bus as all of the Fairfax Connector bus fleet has been equipped with bicycle racks. Each bus has been equipped with a front-mounted rack capable of carrying two bicycles. Instructions on how to use the bike racks are available on the Fairfax Connector Web pages. An instructional DVD and brochure have been produced and are available at the Connector Stores.

Remember, there is no cost to bring your bike on board!

What about other transportation systems, can I take my bike on Metrobus, Metrorail or VRE?
All Metro buses are equipped with bicycle racks similar to those mounted on Fairfax Connector buses. There is no additional cost and there are no restrictions. For detailed information see the Bicyclists on Metrorail web page.

Certain restrictions are in place for taking your bike on Metrorail including peak period and loading restrictions. For detailed information see the Bicyclists on Metrorail web page.

The Virginia Railway Express (VRE) now allows bicycles but there are restrictions. For detailed information about using your bike on VRE trains, consult the VRE On-Board Policies web page.

Other Commuting Options
Fairfax County is trying to increase your commuting options. Bicycle racks and lockers are available at most park and ride lots within the county. To find out if they are available near you, visit the Park and Ride page.

Tips for Biking to Work
Hundreds of Fairfax County commuters bike to work every day. It’s not uncommon for a commute by bike to exceeded a distance of 20 miles one way. For most, the commute is much shorter. Bicycling is a healthy, clean, economical and fun way to get to work. To get started:

Lay out a bike-friendly route
Try a practice run to see how long it takes
Try biking one day a week to start
Find co-workers or friends to commute with
If you need help in finding a route, contact your local bicycle club or bike shop, most are more than willing to assist you.

Remember, when sharing the road, make sure you wear high visibility clothing and abide by the motor vehicle laws of the Commonwealth. At night, wear reflective clothing or accessories, use a headlight and taillight and always wear a helmet.

Virginia Prepares for Inauguration Traffic

Motorists urged to plan ahead, expect major delays

FAIRFAX, Va. - Virginia State Police, the Virginia Department of Transportation and the Department of Rail and Public Transportation are preparing for thousands of buses and vehicles to travel through Virginia for the Inauguration on January 20, 2009, and urge visitors to know what to expect before leaving home to ensure a safe and less stressful trip.

We urge motorists - whether traveling by bus, van or car - to plan their route well in advance, know what bridges and roads will be restricted and where they will park, make sure their vehicle is in top operating condition, travel with a full tank of gas and prepare for long delays and a lot of walking, said Colonel W. Steven Flaherty, Virginia State Police Superintendent.

Road and Bridge Restrictions:
Beginning at 2 a.m. Tuesday, January 20, personal vehicles (cars, SUVs, pickups, vans, etc.) will not be allowed to enter Washington from Virginia. Those driving are encouraged to seek out public transportation to access the District on Inauguration Day. (See Public Transit Resources for more information). Personal vehicles will only be able to enter Washington by driving in from designated Maryland routes.
Beginning at 2 a.m. Tuesday, January 20, only authorized vehicles - emergency vehicles, buses, taxis, and for-hire limos and car services - will be permitted to travel northbound on Interstate 395 and eastbound on Interstate 66 inside the Capital Beltway/I-495. All other traffic heading to Washington on Interstate 95 will be diverted at the Springfield interchange (Exits 170B and 170C) onto I-495 North (Inner Loop) or I-495/I-95 East (Outer Loop). All general traffic traveling eastbound on I-66 and toward Washington on the Dulles Toll Road will also be diverted to the Capital Beltway/I-495.

Only authorized vehicles will be allowed to cross the 14th Street Bridge, Roosevelt Bridge and Key Bridge, all of which lead from Virginia into Washington, D.C. The Memorial Bridge and Chain Bridge will be open to pedestrians only.

To augment patrols and expedite emergency response along Interstates 95, 66 and 495, Virginia State Police will be bringing in several hundred troopers from around the state to the Northern Virginia region. Increases in manpower and resources will begin Monday, January 19, and continue through Wednesday, January 21.

I-95/395 HOV Schedule:
· From 4 p.m. Saturday, January 17 until 3 a.m. Tuesday, January 20, the I-395/95 HOV lanes will be northbound for vehicles carrying three or more people (HOV-3).
· From 3 a.m. to 6 p.m. on Tuesday, only buses and authorized vehicles will be permitted to use the I-95/395 HOV lanes from Route 234/Dumfries to Washington.
· The I-95/395 HOV lanes will open to HOV-3 traffic at 5 a.m. Wednesday, January 21.
· The I-95/395 HOV lanes will be open southbound for HOV-3 vehicles from 8 p.m. Tuesday, January 20, until 3 a.m. Wednesday, January 21, and from 11 a.m. Wednesday, January 21, until 9 p.m. or later.
I-66, Dulles Toll Road and Dulles Connector Road HOV Schedule:
· From 4 p.m. Saturday, January 17, until 3 a.m. Tuesday, January 20, HOV-2 will be in effect eastbound.
· From 3 a.m. to 6 p.m. Tuesday, January 20, only buses and authorized vehicles will be allowed to use the eastbound HOV lanes.
· From 6 p.m. Tuesday, January 20, until 9 p.m. Wednesday, January 21, HOV-2 will be in effect westbound.
VDOT will help motorists by:
· Pre-treating ramps, bridges and critical locations on highways and major commuter routes with anti-icing chemicals regardless of the forecast. Major commuter lots in Northern Virginia will also be pre-treated.
· Suspending all lane closures in Virginia for construction or maintenance work on Interstates 66, 95, 395 and 495. In addition, lane closures will be suspended on heavily traveled roads in Northern Virginia to include Routes 1, 7, 28, 50, 234, 236, the Dulles Toll Road, Fairfax County Parkway and Prince William Parkway. This restriction will be in effect from Friday, January 16, until noon, Wednesday, January 21.
· Providing portable toilets at the I-66 and I-95 rest areas in Northern Virginia and Fredericksburg.
· Doubling the number of safety service patrols on the interstates on January 20. Forty patrollers will be pre-positioned and available to assist stranded motorists and provide traffic control. The patrol wears bright, highly visible uniforms and drives specially equipped pickup trucks.
· Re-timing traffic signals on major routes as needed to keep traffic moving as best possible.
· Staging seven wreckers at locations along interstates to remove disabled vehicles. Motorists can stay informed by:
· Calling 511 from a land line or a cell phone for the latest traffic and travel information. Drivers are reminded to only dial 911 or #77 on a cellular phone in emergency situations.
· Tuning into Virginias highway advisory radio for information on delays and possible detours due to accidents or congestion.
· Getting the latest traffic conditions and travel times on overhead
and roadside message signs on I-95, 495, 66 and 81, and Route 29.
· Carrying an emergency kit in their vehicles to include an ice scraper and brush, wiper fluid, blankets, extra warm clothing, a bag of sand or cat litter; flashlight and cell phone, with extra batteries for each; jumper cables; water, snacks, paper towels and a first aid kit.