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Vehicle classification counts for combinations on Interstates in four western LCV states (Montana, Nevada, South Dakota, and Utah) (Montana, Nevada, South Dakota, and Utah allow the operation of turnpike doubles and triples on Interstate highways under Grandfather Exemptions to current Federal restrictions on LCV operations. High Scenario (10 percent) LCV Share in Selected LCV Corridors. In order to estimate the share of STTs diverting to LCVs, the following high and low scenario estimates were developed based on observed truck classification count data, where LCVs are currently allowed to operate: This initial estimate of LCVs includes both double- and triple-trailer combination units the following section provides a specific estimate for triples portion. Given the study parameters and highway operating assumptions, the primary source of utilization in the exclusive truck lane in this study are the single-trailer trucks (STT) that would divert to LCVs to reap higher productivity gains. Estimation of Combination Trucks Diverted to LCVs

This growth trend highlights the need for consideration of truck productivity measures, such as LCVs.

It reflects AADT (average annual daily traffic) counts to illustrate the magnitude of total traffic (noncommercial and commercial vehicles).įigure 4.1 Baseline (2010) and Future (2040) Corridor Traffic ProfileĪverage Daily Combination Truck Trips Versus Other Vehiclesįigure 4.1 shows that the proportion of truck traffic will grow over time from 12 percent in 2010 to 15 percent in 2040. The volumes shown in Figure 4.1 are indicated at locations of key interchanges. In this case, trucks are five-axle combination units and greater. (Calculated from FHWA’s FAF2 data.) Figure 4.1 shows the results of this baseline 20 estimation of total trucks on the corridor versus other vehicle traffic. To generate 2040 ADTT, the volume-weighted average FAF2 growth rate for the entire corridor is applied to each segment volume.

State DOT/ FHWA count data, including truck percentages, and truck counts by classification available for I-90 from Cleveland to Buffalo, including data from the New York Thruway.

VTRIS for 2007, which has classification counts on I-90 in Ohio and classification and weight data for I-80 in Pennsylvania (center of State, just west of State College)(Note that VTRIS does not include weight data on I 90.) and.

2006 HPMS, which includes existing/future AADT, as well as truck share by single unit and combination trucks.

Following the assignment of the FAF2 network flows, the following three count-based data sets were used to scale the FAF2 flows, where FAF2 volumes are either higher or lower than count-based sources. The foundation of the baseline estimates is the FAF2 truck flow data assigned to a network. To estimate the potentially divertible trucks to the exclusive truck lanes, existing truck flow and count data were evaluated to develop estimates of baseline (2010) and target year (2040) no-build average daily combination truck traffic (ADTT) on I-90 and I-271. 4.2 Truck-to- LCV Diversion Baseline Corridor Combination Truck Volumes

The outcomes of these estimates provide the basis for toll revenue projections and the public/private benefits and impacts presented in Section 5.0. This section estimates the potential shift of freight to LCVs on the new facility from the current and future populations of semi-trailer truck and rail moves on the I-90 corridor. Utilization of the new exclusive truck lane facility by LCVs largely depends on the degree to which the carriers or shippers choose to move by LCV instead of their current form of transport – either semi-trailer truck or rail. Home Longer Combination Vehicles on Exclusive Truck Lanes: Interstate 90 Corridor Case Study 4.0ĝemand and Utilization 4.1 Introduction