1. I-70 DEDICATED TRUCK LANES FEASIBILITY STUDY
97th Annual Road School
Purdue University
March 9, 2011
Thanks for staying till 4pm.
I am Keith Bucklew, the Freight Mobility guy at INDOT.

2. This feasibility study includes an 800-mile corridor.
Introduction
This feasibility study includes an 800-mile corridor.
This feasibility study is a:
Two-phase evaluation of the possibility of dedicated truck lanes on I-70.
Analyzing an 800 miles corridor of I-70, from Kansas City, Missouri to the eastern Ohio state line.
High-level evaluation of the need, risks, costs, financing options and practicality of dedicated truck lanes to reduce congestion, improve safety and freight mobility on I-70.
Part of the U.S. Department of Transportation’s Corridors of the Future Program and is a joint effort of the Missouri, Illinois, Indiana and Ohio departments of transportation (DOTs).

3. Introduction
This feasibility study is an early step in the decision-making process.
Funding, Design and Construction
Detailed Studies/NEPA Compliance
Feasibility Studies
Corridors of the Future Study Approval/ State DOT Agreements
We were selected for the CFP program in In 2008 we formed the 4-state coalition , and then started the Feasibility Study in We plan to finish this study in late May/early June of this year and then decide on the next steps.
These next steps could include:
an environmental study,
conceptual design and engineering study
and a traffic and revenue study.
These studies would need to be completed before a decision could be made on whether to construct.
Funding and financing sources will also need to be identified.
We Are
Here!

4. How will we know if dedicated truck lanes are feasible?
Introduction
How will we know if dedicated truck lanes are feasible?
Costs
Returns
Cost Avoidance
Return on Investment
Benefits
Maintenance and Operations
Design and Construction
The I-70 Corridor Coalition (made up of Missouri, Illinois, Indiana and Ohio DOTs, as well as the Federal Highway Administration) is evaluating the feasibility of dedicated truck lanes via a business case analysis that:
Identifies a problem or need.
Defines a solution (or solutions) and its impacts.
Determines the costs.
Measures costs against returns and benefits, including safety, economic impacts and costs avoided.

5. Traffic on I-70 is already heavy.
What is the need?
Traffic on I-70 is already heavy.
In 2009, 184 miles of the study corridor had moderate to heavy congestion (above the green line).
By 2030 – if major improvements are not made to I-70 – forecasts show that more than 325 miles of the 800-mile corridor will have moderate to heavy congestion.

6. More traffic means worse traffic flows.
What is the need?
More traffic means worse traffic flows.
In 2009, the majority of I-70 operated fairly well (Level of Service A, B and C). By 2030, early forecasts indicate that the number of miles of the I-70 corridor that operate poorly (LOS D, E or F) will nearly triple.

7. Trucks are heavy users of I-70.
What is the need?
Trucks are heavy users of I-70.
In rural areas, trucks currently make up as much as 50 percent of the traffic on I-70. While the percentage of trucks is less in urban areas, the number of trucks remains roughly the same.

8. Congestion impacts safety on I-70.
What is the need?
Congestion impacts safety on I-70.
Areas with more congestion and poor traffic flows tend to have more crashes. In this study area, crashes involving trucks increase significantly in areas with worse traffic flows.

9. Trucks carry most of the freight in this region.
What is the need?
Trucks carry most of the freight in this region.
Freight Movements in Study Area by Weight and Mode
Mode
Freight Weight (Kilotons)
2002 %
2030 %
Truck
931,808
74.0%
1,501,219
80.0%
Rail
67,629
5.4%
82,183
4.4%
Air & Truck 24
0.0% 31
Truck & Rail
976
0.1%
418
Other Intermodal
1,122
1,965
Water
24,545
2.0%
26,693
1.4%
Pipeline/Unknown
233,346
18.5%
264,593
14.1%
Total
1,259,451
100.0%
1,877,103
Freight travels in the four states on trucks, railroads, water, via aircraft, pipelines and combinations of those modes. However, trucks transport the vast majority of freight in the region, around 70% of the volume.
Even as other transportation modes are expected to grow over the next 30 years, trucks are expected to transport over 70% of the region’s goods and commodities.
Reasons: Trucks – best flexibility and short length of haul.

10. Why can’t truck freight be shifted to rail?
What is the need?
Why can’t truck freight be shifted to rail?
Rail shipments typically:
Travel distances of 600 miles or more.
Deal with freight in “unit train” volumes of 240 containers.
Trucks on I-70 typically:
Travel shorter distances; 82% travel 300 miles or less.
Carry a wide range of freight, from containers to single items.
Rail prefers shipments (finished goods) of > 600 miles and in "unit train" volumes (240 containers)
Most truck movements along I-70 are less than (500) miles. (This data is recently updated as part of Phase 2) Trucks also carry different types of goods.
Bottom line: rail shipments are not cost effective for much of the freight traveling on I-70. 
Freight Trip Lengths on the I-70 Corridor

11. Key goals for dedicated truck lanes include:
What is the need?
Key goals for dedicated truck lanes include:
Improve safety;
Reduce congestion;
Increase mobility;
Improve freight productivity;
Create economic opportunities;
Improve the environment; and
Be financially feasible.
When we formed the 4-State Coalition, we agreed the DTL Concept should achieve these 7 goals.
I-70 in Rural Missouri

12. Cars and trucks would travel on separate lanes.
How would dedicated truck lanes operate?
Cars and trucks would travel on separate lanes.
A range of potential lane configurations were considered, focusing on the goals of safety and efficiency. For the purposes of this feasibility study, the concept chosen for evaluation includes cars and local traffic traveling on the outside lanes, and with dedicated truck lanes located on the inside lanes of I-70.
This configuration:
Separates cars and trucks by a median or other barrier;
Provides at least two lanes in each direction for both cars and trucks;
Leaves options open for either separate truck interchanges or combined interchanges;
Could allow trucks to use existing beltways in urban areas; and
Allows consideration of a wide range of financing options, including private-public partnerships.

13. How would dedicated truck lanes operate?
Technology and operational changes could also be incorporated. These options will be studied in more detail during Phase 2.
Dedicated truck lanes could also allow I-70 Corridor Coalition states to implement uniform operational and/or technology-based changes. Potential tools to increase safety and efficiency, include:
Traveler information and routing advice;
Electronic weighing / fee or toll processes;
Allowing heavier trucks, longer trucks or high productivity vehicles;
New fuels or fueling strategies; and/or
Traveler amenities.

14. Dedicated truck lanes could help reduce congestion.
What kind of impact could they have?
Dedicated truck lanes could help reduce congestion.
Projected congestion on I-70 by 2030 if:
I-70 is only maintained and planned improvements are constructed
More general purpose lanes are added
Dedicated truck lanes are added
Congestion Level
Heavy
Moderate
Light
Kansas City
St. Louis
Indianapolis
Columbus
Maintaining I-70 and constructing planned improvements results in moderate to heavy congestion across much of the corridor (above the green line).
Early analysis indicates that simply adding more lanes could help, but moderate to heavy congestion would still occur in many locations.
Phase 1 analysis shows that dedicated truck lanes could help reduce congestion significantly.

15. Dedicated truck lanes could enhance safety.
What kind of impact could they have?
Dedicated truck lanes could enhance safety.
Over 15 Years:
100 to 150 fewer fatalities;
4,000 to 5,000 fewer injuries;
8,000 to 10,000 fewer property damage crashes; and
$1 billion in savings.
Over 40 Years:
130 to 180 fewer fatalities;
9,000 to 10,000 fewer injuries;
18,000 to 20,000 fewer property damage crashes; and
$2 to $2.5 billion in savings.
Reducing congestion – combined with separating cars and trucks – could increase safety on I-70, preserving both life and property.

16. What kind of impact could they have?
Dedicated truck lanes could generate a positive economic impact of $35.7 billion over 40 years.
Estimated impact for I-70 counties in next 40 years:
$35.7 billion total impact;
Job, construction, operations, maintenance and improved efficiency benefits totaling $33.2 billion, including 258,000 job years (new full-time jobs x years of employment);
Savings in travel time and costs;
Savings from reductions in crashes; and
Potential tolls generated on I-70.

17. Negative environmental impacts can likely be avoided or addressed.
What kind of impact could they have?
Negative environmental impacts can likely be avoided or addressed.
The study team conducted a high-level review of the potential environmental impacts created by dedicated truck lanes.
There are no major negative impacts that cannot be avoided or mitigated. Air quality, noise, environmental justice, community impacts, carbon emissions, impacts to historic properties, etc., will need to be confirmed in detailed environmental studies, if and when dedicated truck lanes move toward design and construction.
There are five locations with environmentally sensitive or important areas on both sides of I-70. However, it appears that with careful design, those areas can be avoided.

18. What kind of impact could they have?
Dedicated truck lanes could enhance multi-modal opportunities. They could also play a role in supporting air, barge and rail freight movements.
The vast majority of freight movements in the study area travel by truck. However, shippers have other options. The choice of mode often depends on a detailed assessment of travel distance, the product’s weight and time-sensitivity, as well as needed delivery date.
Even when materials travel by other modes, the majority of products moving in the region either begin and/or end their trip on a truck. This means that dedicated truck lanes could add to the efficiency of nearly all modes of freight transportation.

19. What kind of impact could they have?
Trucking stakeholders indicated they would use dedicated truck lanes. They also noted the potential for greater productivity and safety.
Eighty-four percent of surveyed motor carriers said that if dedicated truck lanes were built, their drivers would use I-70 as much – or more – than they currently do.
Shippers saw potential impacts in terms of increases in productivity and safety. They also estimate that dedicated truck lanes could reduce costs and improve service for freight deliveries.
Estimated Change in I-70 Use with Dedicated Truck Lanes
Dedicated Truck Lanes Value for Shippers

20. What kind of impact could they have?
Businesses, planning agencies and other stakeholders see potential safety and mobility benefits.
At the same time, stakeholders had questions about costs, funding sources and operations, especially in urban areas.
In interviews conducted during Phase 1, stakeholders across the corridor indicated that dedicated truck lanes have the potential to:
Improve safety and mobility;
Fix bottlenecks and make other improvements;
Increase efficiency for shippers and business in the region; and
Create employment opportunities.
Stakeholders from all sectors had similar questions and concerns:
How would dedicated truck lanes fit and operate in crowded urban areas?
What would they cost?
How would they be paid for?
Would they support multi-modal options?
How would their construction affect businesses and homes?
Would trucks have to use dedicated lanes? How would that be enforced?
The feasibility study has – or will – answer some of those questions in general terms. However, definitive answers to many of these questions will require detailed evaluations, and final answers will likely evolve over time.

21. What would they cost? How could they be financed?
The 40-year cost is estimated at approximately $50 billion. These estimates will be further refined in Phase 2.
Initial planning-level cost estimates to construct, operate and maintain nearly 800 miles of dedicated truck lanes for 40 years is approximately $50 billion. Currently, costs to maintain and construct approved improvements to I-70 for the next 40 years are estimated at $32 billion.
These estimates will be further refined in Phase 2.

22. Funding would likely come from a variety of sources.
What would they cost? How could they be financed?
Options include:
Traditional state and federal funding
User Fees
Lease Payments
Public-Private Partnerships
All of these options will be studied in more detail during Phase 2.
Options (along with traditional state and federal funding) include:
User Fees such as tolls or fuel taxes. While requiring some changes in state laws to fully implement on I-70, tolls could potentially pay for between 45 and 75 percent of the project cost.
Lease Payments for commercial facilities closely associated with dedicated truck lanes.
Public-Private Partnerships where a private partner provides financing and is repaid by the states.
More info on funding and financing options

23. Phase 1 Recommendation
There is a preliminary business case for dedicated truck lanes. Phase 1 found that the 40-year costs are less than returns for the same period.
40 Year Estimates
Costs
Returns
Cost Avoidance - $32
Return on Investment
Economic Impacts - $32.3
Toll Revenues - $10.6
Benefits Safety – $2.5
Maintenance and Operations $8.8
Design and Construction $40.2
The 40-year cost, initially estimated at $50 billion for operations, maintenance and planned construction, is outweighed by:
Economic impacts - $32.3 billion;
258,000 job-years;
Safety cost reduction - $2.5 billion;
Optional toll revenue - $10.6 billion; and
Cost avoidance (maintenance and construction currently planned for I-70) - $32 billion

24. Phase 2 areas of focus: Costs Design Funding/financing
Stakeholder input
Next steps
In Phase 2 we are revising the costs, developing some conceptual designs, analyzing the funding options, and identifying the next steps.

25. Questions and Comments?
Keith J. Bucklew, Freight Mobility
Our website is current and has a lot of good information if you care to learn more about the project.
Here’s my contact information.
Any questions?