/PRNewswire/ -- Two out of every five drivers (41 percent) admit to having fallen asleep at the wheel at some point, with one in ten saying they've done so in the past year, according to a new AAA Foundation for Traffic Safety study. More than a quarter of those surveyed admitted they drove despite being so tired that they had difficulty keeping their eyes open in the previous month.
Eighty-five percent of drivers surveyed felt it was "completely unacceptable" for someone to drive if they are so tired they are having trouble keeping their eyes open. Unfortunately, drivers may not always be aware of the effects of fatigue resulting from a lack of sleep. In recognition of this week's Drowsy Driving Prevention Week®, hosted by the National Sleep Foundation, AAA wants all drivers to recognize the seriousness of this dangerous, yet underestimated, driving practice.
"When you are behind the wheel of a car, being sleepy is very dangerous. Sleepiness decreases awareness, slows reaction time, and impairs judgment, just like drugs or alcohol, contributing to the possibility of a crash," said AAA Foundation President and CEO Peter Kissinger. "We need to change the culture so that not only will drivers recognize the dangers of driving while drowsy but will stop doing it."
A new analysis of National Highway Traffic Safety Administration crash data estimates that about one in six (16.5 percent) deadly crashes, one in eight crashes resulting in occupant hospitalization and one in fourteen crashes in which a vehicle was towed involve a driver who is drowsy. These percentages are substantially higher than most previous estimates, suggesting that the contribution of drowsy driving to motor vehicle crashes, injuries, and deaths has not been fully appreciated.
"Many of us tend to underestimate the negative effects associated with fatigue and sleep deprivation and, conversely, overestimate our abilities to overcome them while driving," said Kathleen Marvaso, vice president, AAA Public Affairs. "This data underscores the importance of educating drivers on the simple, yet effective steps they can take to prevent a possible tragedy. Unfortunately, too many drivers have adopted the 'I'm tired, but I can make it' mentality, often to their own peril or to the peril of others."
David Cloud, CEO of the National Sleep Foundation, added, "It is shocking to consider that one quarter of drivers admit to operating a vehicle in the last month in an incapacitated state." The National Sleep Foundation has been championing better drowsy driving awareness and education since 1991. Cloud adds, "We applaud AAA's work to elevate this issue for public scrutiny and action."
To remain alert and avoid drowsiness, AAA suggests:
* Getting plenty of sleep (at least six hours) the night before a long trip;
* Scheduling a break every two hours or every 100 miles;
* Traveling at times when you are normally awake, and staying overnight rather than driving straight through; and
* Stop driving if you become sleepy; someone who is tired could fall asleep at any time.
Symptoms of sleepiness include but are not limited to:
* Having trouble keeping your eyes open and focused;
* The inability to keep your head up;
* Daydreaming or having wandering, disconnected thoughts; and
* Drifting from your lane or off the road, or tailgating.
These findings were part of the AAA Foundation's third annual Traffic Safety Culture Index, a nationally-representative survey conducted by Abt SRBI Inc. The Traffic Safety Culture Index was a telephone survey of 2,000 U.S. residents ages 16 and older conducted from May 11, 2010 through June 7, 2010. The estimated proportion of crashes involving a drowsy driver is based on analysis of data from the National Highway Traffic Safety Administration's National Automotive Sampling System Crashworthiness Data System, a nationally-representative sample of crashes involving a passenger vehicle that was towed. Data analyzed was from years 1999 – 2008.
For more information about the drowsy driving study, including the full report and fact sheet, visit www.AAAFoundation.org.
-----
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Showing posts with label traffic. Show all posts
Showing posts with label traffic. Show all posts
Monday, November 8, 2010
Tuesday, October 12, 2010
Teens Not Exposed to Diverse Driving Experience Prior to Licensing, Finds AAA Foundation Study
/PRNewswire/ -- In advance of National Teen Driver Safety Week (October 17-23), today the AAA Foundation for Traffic Safety released the first naturalistic study using invehicle cameras to capture teenage drivers and their parents during their supervised driving phase. Nearly half (47 percent) of parents in the study reported that after the yearlong learner's stage, there was still at least one condition in which they did not feel comfortable letting their teen drive. Yet, more than one-third (37 percent) of these families allowed their teen to obtain a license within a month of being eligible, although a few families restricted driving in certain scenarios.
The average amount of weekly driving varied greatly among families, ranging from just twenty minutes to almost five hours the study found. Sixty-eight percent of parents reported that opportunities to drive together were limited by busy schedules of both parents and teens. Teens averaged just over an hour and a half of supervised driving per week, mostly on routine trips along the same routes. Meaning, few teens gained significant experience in more challenging situations, such as driving in inclement weather or in heavy traffic. After a full year of driving:
* One in three parents said they still didn't consider their teen ready to drive unsupervised in heavy traffic or on the highway.
* One in five didn't think their teen was ready to drive unsupervised in the rain.
"Driving in a variety of settings is the best way to build competence; starting early and practicing often can make the crucial difference between being a tentative novice driver or one capable of handling challenging and unavoidable driving scenarios," said AAA Foundation President and CEO Peter Kissinger. "Until now, there's been almost no scientific research on what parents actually do while supervising their teens' driving. This study reinforces that parents are ideally positioned to assess their teen's early driving ability and provide invaluable training and guidance during this critical time."
Motor vehicle crashes are the leading cause of death for teenagers in this country. The first few years of unsupervised driving are the most dangerous – 1,363 U.S. teen drivers age 15-18 died in traffic crashes in 2008. However, teens are clearly a danger to others as well because the total number of deaths resulting from these crashes was 3,495.
"Humans learn complex tasks like driving more from direct experience than by being told what to do," said Arthur Goodwin, the report's primary investigator and a Senior Research Associate with the University of North Carolina (UNC) Highway Safety Research Center. "Parents should ask themselves: Do I want my teen to learn how to handle bad weather, darkness, rush hour traffic or narrow rural roads without me in the car?"
Although graduated driver's license (GDL) systems vary by state, most require at least six months of supervised driving for beginners; several states require up to a year. During the supervised stage of GDL, the research showed parents need to:
* Ensure ample practice in all driving situations– including frequent practice at night, in bad weather, in heavy city traffic, on rural highways and on busy interstates.
* Share their driving "wisdom" to help teens spot dangers that aren't obvious and see the "big picture."
Parents should use "I" statements, explaining what they would do in critical situations, so teens will be more likely to listen to and remember.
* Teach teens to drive defensively, be wary of other drivers and anticipate the unexpected things they might do. For example, "Even when I have a green light, I always glance both ways to make sure other cars are stopping, because sometimes they don't."
The AAA Foundation commissioned the UNC Highway Safety Research Center to conduct the study. The initial phase concluded in January 2010 and the second phase will conclude this fall as researchers continue tracking teens once they obtain their provisional license. Ultimately, the study will shed light on how teens handle the high-risk transition to independent driving and provide insight on the nature of distractions facing newly licensed teen drivers.
AAA offers online tools and information to help parents work with their teen drivers. The motor club's new Web site, www.teendriving.aaa.com, helps parents and teens manage the complex learning-to-drive process by providing them with state-specific information that they need based on the teen's progress toward licensure.
The site features AAA StartSmart, a series of online lessons and newsletters based on the National Institutes of Health's Checkpoints program, which has been proven to help parents improve teen driver safety and is being offered nationally for the first time. Launched this summer, the site also offers an online version of AAA's Dare To Prepare workshop and lessons from the motor club's Teaching Your Teen To Drive program, both of which assist families that are or soon will be learning to drive.
-----
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The average amount of weekly driving varied greatly among families, ranging from just twenty minutes to almost five hours the study found. Sixty-eight percent of parents reported that opportunities to drive together were limited by busy schedules of both parents and teens. Teens averaged just over an hour and a half of supervised driving per week, mostly on routine trips along the same routes. Meaning, few teens gained significant experience in more challenging situations, such as driving in inclement weather or in heavy traffic. After a full year of driving:
* One in three parents said they still didn't consider their teen ready to drive unsupervised in heavy traffic or on the highway.
* One in five didn't think their teen was ready to drive unsupervised in the rain.
"Driving in a variety of settings is the best way to build competence; starting early and practicing often can make the crucial difference between being a tentative novice driver or one capable of handling challenging and unavoidable driving scenarios," said AAA Foundation President and CEO Peter Kissinger. "Until now, there's been almost no scientific research on what parents actually do while supervising their teens' driving. This study reinforces that parents are ideally positioned to assess their teen's early driving ability and provide invaluable training and guidance during this critical time."
Motor vehicle crashes are the leading cause of death for teenagers in this country. The first few years of unsupervised driving are the most dangerous – 1,363 U.S. teen drivers age 15-18 died in traffic crashes in 2008. However, teens are clearly a danger to others as well because the total number of deaths resulting from these crashes was 3,495.
"Humans learn complex tasks like driving more from direct experience than by being told what to do," said Arthur Goodwin, the report's primary investigator and a Senior Research Associate with the University of North Carolina (UNC) Highway Safety Research Center. "Parents should ask themselves: Do I want my teen to learn how to handle bad weather, darkness, rush hour traffic or narrow rural roads without me in the car?"
Although graduated driver's license (GDL) systems vary by state, most require at least six months of supervised driving for beginners; several states require up to a year. During the supervised stage of GDL, the research showed parents need to:
* Ensure ample practice in all driving situations– including frequent practice at night, in bad weather, in heavy city traffic, on rural highways and on busy interstates.
* Share their driving "wisdom" to help teens spot dangers that aren't obvious and see the "big picture."
Parents should use "I" statements, explaining what they would do in critical situations, so teens will be more likely to listen to and remember.
* Teach teens to drive defensively, be wary of other drivers and anticipate the unexpected things they might do. For example, "Even when I have a green light, I always glance both ways to make sure other cars are stopping, because sometimes they don't."
The AAA Foundation commissioned the UNC Highway Safety Research Center to conduct the study. The initial phase concluded in January 2010 and the second phase will conclude this fall as researchers continue tracking teens once they obtain their provisional license. Ultimately, the study will shed light on how teens handle the high-risk transition to independent driving and provide insight on the nature of distractions facing newly licensed teen drivers.
AAA offers online tools and information to help parents work with their teen drivers. The motor club's new Web site, www.teendriving.aaa.com, helps parents and teens manage the complex learning-to-drive process by providing them with state-specific information that they need based on the teen's progress toward licensure.
The site features AAA StartSmart, a series of online lessons and newsletters based on the National Institutes of Health's Checkpoints program, which has been proven to help parents improve teen driver safety and is being offered nationally for the first time. Launched this summer, the site also offers an online version of AAA's Dare To Prepare workshop and lessons from the motor club's Teaching Your Teen To Drive program, both of which assist families that are or soon will be learning to drive.
-----
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Wednesday, August 25, 2010
CDC Study Finds Annual Cost of Motor Vehicle Crashes Exceeds $99 Billion
/PRNewswire/ -- In a one-year period, the cost of medical care and productivity losses associated with injuries from motor vehicle crashes exceeded $99 billion - with the cost of direct medical care accounting for $17 billion, according to a study by the Centers for Disease Control and Prevention. The total annual cost amounts to nearly $500 for each licensed driver in the United States, said the study in the journal Traffic Injury Prevention.
The one-year costs of fatal and non-fatal crash-related injuries totaled $70 billion (71 percent of total costs) for people riding in motor vehicles, such as cars and light trucks, $12 billion for motorcyclists, $10 billion for pedestrians, and $5 billion for bicyclists, the study said.
CDC researchers used 2005 data because, at the study time, it provided the most current source of national fatal and non-fatal injury and cost data from multiple sources.
"Every 10 seconds, someone in the United States is treated in an emergency department for crash-related injuries, and nearly 40,000 people die from these injuries each year. This study highlights the magnitude of the problem of crash-related injuries from a cost perspective, and the numbers are staggering," said Dr. Grant Baldwin, director of CDC's Division of Unintentional Injury Prevention, National Center for Injury Prevention and Control.
The study also found:
-- Costs related to fatal motor vehicle-related injuries totaled $58
billion. The cost of non-fatal injuries resulting in hospitalization
amounted to $28 billion, and the cost of injuries to people treated in
emergency departments and released was $14 billion. More men were
killed (70 percent) and injured (52 percent) in motor vehicle crashes
than women. Injuries and deaths among men represented 74 percent ($74
billion) of all costs. Teens and young adults made up 28 percent of
all fatal and nonfatal motor vehicle injuries and 31 percent of the
costs ($31 billion). These young people represented only 14 percent of
the U.S. population.
-- Motorcyclists made up 6 percent of all fatalities and injuries but 12
percent of the costs, likely due to the severity of their injuries.
Pedestrians, who have no protection when they are hit by vehicles and
are also often severely injured, made up 5 percent of all injuries but
10 percent of total costs.
Motor vehicle crash injuries and deaths and the associated costs are preventable. CDC's Injury Center supports proven, effective strategies for prevention such as:
-- Graduated driver licensing (GDL) policies: these laws allow new teen
drivers to get experience on the road in lower-risk situations as they
gain experience over time and are proven to reduce teen crashes.
Strong GDL laws have been associated with up to 40 percent decreases
in crashes among 16-year-old drivers.
-- Child safety seat distribution and education programs: increased use
of correctly installed and fitted child safety seats could help reduce
the $3.6 billion annual bill for injuries to children, the cost number
found in this study.
-- Primary seat belt laws: these laws allow motorists to be stopped and
cited for not wearing seat belts. Seat belts reduce the risk of death
to those riding in the front seat by about half.
-- Enhanced seat belt enforcement programs: Enhanced enforcement programs
in which law enforcement officers focus on getting people to buckle up
(e.g.: Click It or Ticket), are effective at increasing safety belt
use and reducing deaths and injuries.
-- Motorcycle and bicycle helmet laws: helmets can reduce the risk of
death in a motorcycle crash by more than one-third and reduce the risk
of brain injury by 69 percent.
-- Sobriety checkpoints: these checkpoints, where drivers are stopped to
assess their level of alcohol impairment, can reduce alcohol-related
crash deaths by more than 20 percent.
-----
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The one-year costs of fatal and non-fatal crash-related injuries totaled $70 billion (71 percent of total costs) for people riding in motor vehicles, such as cars and light trucks, $12 billion for motorcyclists, $10 billion for pedestrians, and $5 billion for bicyclists, the study said.
CDC researchers used 2005 data because, at the study time, it provided the most current source of national fatal and non-fatal injury and cost data from multiple sources.
"Every 10 seconds, someone in the United States is treated in an emergency department for crash-related injuries, and nearly 40,000 people die from these injuries each year. This study highlights the magnitude of the problem of crash-related injuries from a cost perspective, and the numbers are staggering," said Dr. Grant Baldwin, director of CDC's Division of Unintentional Injury Prevention, National Center for Injury Prevention and Control.
The study also found:
-- Costs related to fatal motor vehicle-related injuries totaled $58
billion. The cost of non-fatal injuries resulting in hospitalization
amounted to $28 billion, and the cost of injuries to people treated in
emergency departments and released was $14 billion. More men were
killed (70 percent) and injured (52 percent) in motor vehicle crashes
than women. Injuries and deaths among men represented 74 percent ($74
billion) of all costs. Teens and young adults made up 28 percent of
all fatal and nonfatal motor vehicle injuries and 31 percent of the
costs ($31 billion). These young people represented only 14 percent of
the U.S. population.
-- Motorcyclists made up 6 percent of all fatalities and injuries but 12
percent of the costs, likely due to the severity of their injuries.
Pedestrians, who have no protection when they are hit by vehicles and
are also often severely injured, made up 5 percent of all injuries but
10 percent of total costs.
Motor vehicle crash injuries and deaths and the associated costs are preventable. CDC's Injury Center supports proven, effective strategies for prevention such as:
-- Graduated driver licensing (GDL) policies: these laws allow new teen
drivers to get experience on the road in lower-risk situations as they
gain experience over time and are proven to reduce teen crashes.
Strong GDL laws have been associated with up to 40 percent decreases
in crashes among 16-year-old drivers.
-- Child safety seat distribution and education programs: increased use
of correctly installed and fitted child safety seats could help reduce
the $3.6 billion annual bill for injuries to children, the cost number
found in this study.
-- Primary seat belt laws: these laws allow motorists to be stopped and
cited for not wearing seat belts. Seat belts reduce the risk of death
to those riding in the front seat by about half.
-- Enhanced seat belt enforcement programs: Enhanced enforcement programs
in which law enforcement officers focus on getting people to buckle up
(e.g.: Click It or Ticket), are effective at increasing safety belt
use and reducing deaths and injuries.
-- Motorcycle and bicycle helmet laws: helmets can reduce the risk of
death in a motorcycle crash by more than one-third and reduce the risk
of brain injury by 69 percent.
-- Sobriety checkpoints: these checkpoints, where drivers are stopped to
assess their level of alcohol impairment, can reduce alcohol-related
crash deaths by more than 20 percent.
-----
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Thursday, May 20, 2010
Experts Warn Floyd and Bartow Residents in for ‘Rude Awakening’ if US 411 Connector is Built
(BUSINESS WIRE)--The US 411 Connector is so poorly designed it could actually exacerbate traffic between Floyd County and Atlanta while causing irreparable harm to the environment in Bartow County. That’s the assessment of experts who detailed substantial deficiencies in Georgia Department of Transportation (GDOT) plans for the proposed highway from Rome to I-75 during presentations for concerned community and business leaders and elected officials.
Professional engineers (PE) showed that the design of the US 411 Connector alignment currently championed by GDOT – Route D – does not fulfill GDOT’s promise to build a freeway for the residents of Rome and Floyd County that will provide quick, safe access to I-75. Rather, Route D’s complicated interchange requires multiple traffic lights, would not alleviate stop-and-go travel from Rome to I-75, and will actually increase traffic jams on I-75 itself.
“If the goal is to provide direct and efficient access to the interstate from Floyd County, then Route D isn’t it,” said Lee C. Davis, an attorney for the Rollins family, whose Cartersville ranch would be bisected by Route D. “Meanwhile, the residents of Bartow County would see Dobbins Mountain destroyed with collateral damage to aquatic resources while the enormous expense of the project (to blast the mountain away) will siphon money from other needed road projects. Everyone loses with Route D – so you have to wonder why GDOT continues to insist on it.”
Davis notes that in addition to the inferior interchange design, GDOT has inexplicably planned Route D to go through Dobbins Mountain, requiring an 800 foot wide, 125 foot deep gash to be blasted through the Bartow County landmark. That’s roughly equivalent in width to that of four 747s, sitting wingtip-to-wingtip, and in height to a 12 story building.
“There’s a cheaper, more environmentally friendly way to build a road than to blast through Dobbins Mountain, said Pierre Howard, president of the Georgia Conservancy. “The proposed route was a bad idea years ago, and it’s a bad idea now. It is unfair to taxpayers to build the most expensive route that also does the most environmental damage.”
Another proposed route, now known as Route G, a shorter alignment that would have a fraction of the environmental impact, was initially preferred by GDOT; however, the agency abandoned those plans in favor of Route D for reasons it has never fully explained. Route G also could be built for a fraction of the price – $80 million less than Route D.
Inefficient traffic flow
Walter Kulash, PE, a nationally known transportation consultant with more than 30 years of experience in road design, analyzed traffic patterns for Routes D and G. From a traffic management perspective, Kulash said one of the biggest problems is that Route D attempts to combine the 411 Connector, SR 20 and I-75 into a single interchange. The result is an expensive, complicated and unnecessarily hazardous interchange that requires drivers to reduce speeds below those typical for such junctions and negotiate at least one traffic signal. Incredibly, Route D does not provide access from the 411 Connector eastbound to I-75 northbound. GDOT’s plan makes the illogical assumption that people using the road will only want to travel south on I-75.
By comparison, Kulash noted, Route G provides a shorter, more direct route to I-75 and has a simple and dedicated interchange with immediate northbound and southbound access that requires no traffic signals or unusual reductions in travel speeds.
“In my experience with road projects all over the US, whenever you see a design with as many flaws as this – going through a mountain, an inefficient interchange and dubious traffic forecasts – it’s usually the result of politics, private interests – or both,” said Kulash. “Route D is an awful design that is clearly not about helping drivers get to the expressway quickly, and residents of Floyd County are going to be in for a rude awakening if this road is built. But by then, of course, it will be too late.”
Environmental destruction
Tony Greco, a scientist and expert in aquatic biology, described an accumulating chain of impacts to local surface and ground waters resulting from land use changes, including the proposed road. The vast increase in ‘impervious surface’ (i.e. concrete and asphalt) over the land in Bartow County creates additional stormwater runoff, further exacerbated by the steep slopes of the road cuts and paving across Dobbins Mountain.
Greco noted that runoff will not only impact the groundwater aquifer and flood plains, but will have a detrimental effect on threatened species in local waterways that are part of the Etowah River watershed, including species that are unique to this area. As proposed, Route D also requires 13 bridges, most of which are designed to cross streams, wetlands and open water. The U.S. Army Corps of Engineers has recognized that shading from such bridges has proven detrimental to aquatic ecosystems.
“The way Route D is designed will require 36 acres of fill to be introduced into local flood plains and that’s just the beginning of a long list of environmental impacts that will be seen in Bartow County,” said Greco. “And unfortunately it is going to be residents of Cartersville that are going to have to live with the consequences of the environmental destruction, not the people passing through on their way to I-75.”
High cost
In addition to substantial traffic and environmental problems, Route D also would be substantially more expensive to build than Route G, according to Chris Harrell, PE, a civil engineer with Summit Engineering Consultants. In an analysis comparing Routes D and G, based on GDOT’s published specifications and cost projections, Harrell found that Route D is 2.5 miles longer than Route G and would require seven more expensive bridges and overpasses.
Harrell noted that Route D also requires the excavation of 5.1 million cubic yards of earth and rock because it is routed through the mountain, while Route G more closely follows the area’s natural topography. To put 5.1 million cubic yards into perspective, that is more that the total amount of concrete (4.3 million cubic yards) used to build Hoover Dam, one of the largest public works projects in U.S. history.
“We developed the same level of engineering designs and cost estimates for Route G that GDOT has published for Route D in order to provide an apples-to-apples comparison,” Harrell said. “The bottom line is: Route D would cost in excess of $80 million more than Route G. GDOT is already short on money so overpaying for this road makes no sense when you look at all of the state’s priorities. Certainly with these flawed designs, commuters are going to get much less than they’ve been promised.”
Unanswered questions
Among those in attendance, members of the Coalition for the Right Road (CORR) made clear that they are not opposed to the US 411 Connector project but wonder why GDOT is insisting on Route D in light of its higher cost, environmental impact and the fact it will not provide ease of travel to I-75.
“For a lot of people the 411 Connector project is starting to be a little too reminiscent of the Northern Arc debacle – where the lack of any credible explanation ultimately revealed a slew of insider deals and GDOT pandering to special interests,” Davis said.
“But a closer examination of this project should make anyone suspicious and deeply concerned. Here again, GDOT has not provided a credible explanation for why it wants Route D instead of Route G, which is shorter and cheaper and could be built sooner. Route G would actually get the folks in Rome the road they want – and deserve – years faster, without unnecessary court battles. You have to wonder – is there something about Route D we don’t know? And you have to ask, who is going to benefit if Route D gets built? It’s sure not going to be residents of Floyd and Bartow counties.”
-----
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Professional engineers (PE) showed that the design of the US 411 Connector alignment currently championed by GDOT – Route D – does not fulfill GDOT’s promise to build a freeway for the residents of Rome and Floyd County that will provide quick, safe access to I-75. Rather, Route D’s complicated interchange requires multiple traffic lights, would not alleviate stop-and-go travel from Rome to I-75, and will actually increase traffic jams on I-75 itself.
“If the goal is to provide direct and efficient access to the interstate from Floyd County, then Route D isn’t it,” said Lee C. Davis, an attorney for the Rollins family, whose Cartersville ranch would be bisected by Route D. “Meanwhile, the residents of Bartow County would see Dobbins Mountain destroyed with collateral damage to aquatic resources while the enormous expense of the project (to blast the mountain away) will siphon money from other needed road projects. Everyone loses with Route D – so you have to wonder why GDOT continues to insist on it.”
Davis notes that in addition to the inferior interchange design, GDOT has inexplicably planned Route D to go through Dobbins Mountain, requiring an 800 foot wide, 125 foot deep gash to be blasted through the Bartow County landmark. That’s roughly equivalent in width to that of four 747s, sitting wingtip-to-wingtip, and in height to a 12 story building.
“There’s a cheaper, more environmentally friendly way to build a road than to blast through Dobbins Mountain, said Pierre Howard, president of the Georgia Conservancy. “The proposed route was a bad idea years ago, and it’s a bad idea now. It is unfair to taxpayers to build the most expensive route that also does the most environmental damage.”
Another proposed route, now known as Route G, a shorter alignment that would have a fraction of the environmental impact, was initially preferred by GDOT; however, the agency abandoned those plans in favor of Route D for reasons it has never fully explained. Route G also could be built for a fraction of the price – $80 million less than Route D.
Inefficient traffic flow
Walter Kulash, PE, a nationally known transportation consultant with more than 30 years of experience in road design, analyzed traffic patterns for Routes D and G. From a traffic management perspective, Kulash said one of the biggest problems is that Route D attempts to combine the 411 Connector, SR 20 and I-75 into a single interchange. The result is an expensive, complicated and unnecessarily hazardous interchange that requires drivers to reduce speeds below those typical for such junctions and negotiate at least one traffic signal. Incredibly, Route D does not provide access from the 411 Connector eastbound to I-75 northbound. GDOT’s plan makes the illogical assumption that people using the road will only want to travel south on I-75.
By comparison, Kulash noted, Route G provides a shorter, more direct route to I-75 and has a simple and dedicated interchange with immediate northbound and southbound access that requires no traffic signals or unusual reductions in travel speeds.
“In my experience with road projects all over the US, whenever you see a design with as many flaws as this – going through a mountain, an inefficient interchange and dubious traffic forecasts – it’s usually the result of politics, private interests – or both,” said Kulash. “Route D is an awful design that is clearly not about helping drivers get to the expressway quickly, and residents of Floyd County are going to be in for a rude awakening if this road is built. But by then, of course, it will be too late.”
Environmental destruction
Tony Greco, a scientist and expert in aquatic biology, described an accumulating chain of impacts to local surface and ground waters resulting from land use changes, including the proposed road. The vast increase in ‘impervious surface’ (i.e. concrete and asphalt) over the land in Bartow County creates additional stormwater runoff, further exacerbated by the steep slopes of the road cuts and paving across Dobbins Mountain.
Greco noted that runoff will not only impact the groundwater aquifer and flood plains, but will have a detrimental effect on threatened species in local waterways that are part of the Etowah River watershed, including species that are unique to this area. As proposed, Route D also requires 13 bridges, most of which are designed to cross streams, wetlands and open water. The U.S. Army Corps of Engineers has recognized that shading from such bridges has proven detrimental to aquatic ecosystems.
“The way Route D is designed will require 36 acres of fill to be introduced into local flood plains and that’s just the beginning of a long list of environmental impacts that will be seen in Bartow County,” said Greco. “And unfortunately it is going to be residents of Cartersville that are going to have to live with the consequences of the environmental destruction, not the people passing through on their way to I-75.”
High cost
In addition to substantial traffic and environmental problems, Route D also would be substantially more expensive to build than Route G, according to Chris Harrell, PE, a civil engineer with Summit Engineering Consultants. In an analysis comparing Routes D and G, based on GDOT’s published specifications and cost projections, Harrell found that Route D is 2.5 miles longer than Route G and would require seven more expensive bridges and overpasses.
Harrell noted that Route D also requires the excavation of 5.1 million cubic yards of earth and rock because it is routed through the mountain, while Route G more closely follows the area’s natural topography. To put 5.1 million cubic yards into perspective, that is more that the total amount of concrete (4.3 million cubic yards) used to build Hoover Dam, one of the largest public works projects in U.S. history.
“We developed the same level of engineering designs and cost estimates for Route G that GDOT has published for Route D in order to provide an apples-to-apples comparison,” Harrell said. “The bottom line is: Route D would cost in excess of $80 million more than Route G. GDOT is already short on money so overpaying for this road makes no sense when you look at all of the state’s priorities. Certainly with these flawed designs, commuters are going to get much less than they’ve been promised.”
Unanswered questions
Among those in attendance, members of the Coalition for the Right Road (CORR) made clear that they are not opposed to the US 411 Connector project but wonder why GDOT is insisting on Route D in light of its higher cost, environmental impact and the fact it will not provide ease of travel to I-75.
“For a lot of people the 411 Connector project is starting to be a little too reminiscent of the Northern Arc debacle – where the lack of any credible explanation ultimately revealed a slew of insider deals and GDOT pandering to special interests,” Davis said.
“But a closer examination of this project should make anyone suspicious and deeply concerned. Here again, GDOT has not provided a credible explanation for why it wants Route D instead of Route G, which is shorter and cheaper and could be built sooner. Route G would actually get the folks in Rome the road they want – and deserve – years faster, without unnecessary court battles. You have to wonder – is there something about Route D we don’t know? And you have to ask, who is going to benefit if Route D gets built? It’s sure not going to be residents of Floyd and Bartow counties.”
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Friday, May 22, 2009
Governor Perdue, Georgia DOT and State Farm Insurance Unveil New Sponsorship Initiative
Governor Sonny Perdue, Georgia transportation officials and the State Farm Insurance Co. today announced a new collaborative sponsorship designed to create a long-term, supplemental funding source for the Department's Highway Emergency Response Operator (HERO) program.
"We know that incident management is one of the most effective, efficient methods to relieving congestion," Governor Perdue said. "This partnership ensures sustainable funding is available to keep our HERO trucks busy clearing wrecks and keeping traffic moving."
As a result of this sponsorship agreement, Georgia DOT will receive over $5.1 million ($1.7m/yr) in sponsorship fees from State Farm over the next three years to support the HERO program. There is an option to renew the contract for an additional two years, with the Department receiving $1.825 million for each renewal year. All monies received will be used to support the HERO program. In return, State Farm logos will be placed on HERO vehicles, operator uniforms and signs delineating the HERO service area. And the program will henceforth be known as the Georgia DOT HERO Program, sponsored by State Farm Insurance.
"Our HERO motor service patrol is one of Georgia DOT's most acclaimed programs," noted State Transportation Board Member Brandon Beach, who was instrumental in advocating the sponsorship deal. "We are thrilled at the opportunity to create new revenue sources that will sustain funding for this critical program, both now and in the future. We're going to save the taxpayers millions of dollars in operating costs and allow Georgia DOT HEROs to continue doing what they do best... protecting lives and property; assisting motorists; and reducing incident delays."
"State Farm's support of this program underscores our commitment to help make our roads safer. The HERO program shares our good neighbor commitment and is a partner in our mission of helping people manage the risks of everyday life, recover from the unexpected, and realize their dreams." said Tim McFadden, Senior Vice President with State Farm.
As the need for additional funding sources increased, Georgia DOT staff and State Transportation Board members began aggressively pursuing strategies to effectively overcome budget challenges. Recognizing that there may be interest in sponsoring various aspects of its operations in return for advertising privileges, Georgia DOT officials researched similar highway response programs in other states and concluded that a sponsorship program would prove beneficial to the Department. The State Transportation Board then directed the Department last December to pursue this type of sponsorship.
The sponsorship opportunity was advertised January 9, 2009, in a Request for Qualifications/Request for Proposal (RFQ/RFP); a Department selection committee, using criteria stipulated in the RFQ/RFP, awarded the sponsorship to State Farm from three respondents.
The resulting contract term is three years with a two-year renewal period. Sponsorship fees will be paid to the Department as follows:
. Year 1 - $1,700,000 payable upon execution of the Agreement
. Year 2 - $1,700,000 payable on or before May 1, 2010
. Year 3 - $1,700,000 payable on or before May 1, 2011
. (Renewal year) 4 - $1,825,000 payable on or before May 1, 2012
. (Renewal year) 5 - $1,825,000 payable on or before May 1, 2013
Sponsorship fees will be used solely to support and supplement the operation of the HERO program, which currently has an annual operating budget of approximately $7.5 million, 80 percent of which is provided by federal funds, 20 percent by state revenues.
Currently, HERO operators patrol 280 miles of freeways in 13 Metro counties, seven days per week. HERO assists increased nearly 100 percent in the last five years and now approach 100,000 annually.
State Farm is a leading advocate for safer roads and provides ongoing support of auto safety initiatives through partnerships with automotive safety organizations as well as financial and operational resources. For more information on State Farm, visit www.StateFarm.com .
The Georgia Department of Transportation is committed to providing a safe, seamless and sustainable transportation system that supports Georgia's economy and is sensitive to both its citizens and its environment. For general information on the Georgia DOT, visit www.dot.ga.gov.
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"We know that incident management is one of the most effective, efficient methods to relieving congestion," Governor Perdue said. "This partnership ensures sustainable funding is available to keep our HERO trucks busy clearing wrecks and keeping traffic moving."
As a result of this sponsorship agreement, Georgia DOT will receive over $5.1 million ($1.7m/yr) in sponsorship fees from State Farm over the next three years to support the HERO program. There is an option to renew the contract for an additional two years, with the Department receiving $1.825 million for each renewal year. All monies received will be used to support the HERO program. In return, State Farm logos will be placed on HERO vehicles, operator uniforms and signs delineating the HERO service area. And the program will henceforth be known as the Georgia DOT HERO Program, sponsored by State Farm Insurance.
"Our HERO motor service patrol is one of Georgia DOT's most acclaimed programs," noted State Transportation Board Member Brandon Beach, who was instrumental in advocating the sponsorship deal. "We are thrilled at the opportunity to create new revenue sources that will sustain funding for this critical program, both now and in the future. We're going to save the taxpayers millions of dollars in operating costs and allow Georgia DOT HEROs to continue doing what they do best... protecting lives and property; assisting motorists; and reducing incident delays."
"State Farm's support of this program underscores our commitment to help make our roads safer. The HERO program shares our good neighbor commitment and is a partner in our mission of helping people manage the risks of everyday life, recover from the unexpected, and realize their dreams." said Tim McFadden, Senior Vice President with State Farm.
As the need for additional funding sources increased, Georgia DOT staff and State Transportation Board members began aggressively pursuing strategies to effectively overcome budget challenges. Recognizing that there may be interest in sponsoring various aspects of its operations in return for advertising privileges, Georgia DOT officials researched similar highway response programs in other states and concluded that a sponsorship program would prove beneficial to the Department. The State Transportation Board then directed the Department last December to pursue this type of sponsorship.
The sponsorship opportunity was advertised January 9, 2009, in a Request for Qualifications/Request for Proposal (RFQ/RFP); a Department selection committee, using criteria stipulated in the RFQ/RFP, awarded the sponsorship to State Farm from three respondents.
The resulting contract term is three years with a two-year renewal period. Sponsorship fees will be paid to the Department as follows:
. Year 1 - $1,700,000 payable upon execution of the Agreement
. Year 2 - $1,700,000 payable on or before May 1, 2010
. Year 3 - $1,700,000 payable on or before May 1, 2011
. (Renewal year) 4 - $1,825,000 payable on or before May 1, 2012
. (Renewal year) 5 - $1,825,000 payable on or before May 1, 2013
Sponsorship fees will be used solely to support and supplement the operation of the HERO program, which currently has an annual operating budget of approximately $7.5 million, 80 percent of which is provided by federal funds, 20 percent by state revenues.
Currently, HERO operators patrol 280 miles of freeways in 13 Metro counties, seven days per week. HERO assists increased nearly 100 percent in the last five years and now approach 100,000 annually.
State Farm is a leading advocate for safer roads and provides ongoing support of auto safety initiatives through partnerships with automotive safety organizations as well as financial and operational resources. For more information on State Farm, visit www.StateFarm.com .
The Georgia Department of Transportation is committed to providing a safe, seamless and sustainable transportation system that supports Georgia's economy and is sensitive to both its citizens and its environment. For general information on the Georgia DOT, visit www.dot.ga.gov.
---
Community News You Can Use
Follow us on Twitter: @gafrontpage
www.FayetteFrontPage.com
www.GeorgiaFrontPage.com
www.PoliticalPotluck.com
www.ArtsAcrossGeorgia.com
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