1/27/2024 0 Comments Vmt outdated![]() Please note: After December 12, 2015, MCS-150 forms can ONLY be used to update a USDOT number, not for initial registration with FMCSA. Pocket Guide to Large Truck and Bus Statistics.Analysis Analysis, Research, & Technology.Update My USDOT Number and/or Authority.Apply for a New USDOT Number and/or Authority.Main Menu - Registration - Registration 2 ![]() ADA Requirements for Over-the-Road Bus Companies.National Registry of Certified Medical Examiners.Regulations Regulations, Rules, & Notices.As configured, it hasn’t got a hope in hell of reducing the traffic problems. The Route 90 plan as presented is badly conceived, based on outdated thinking and jam-packed full of fallacious reasoning. If the cost of widening is 31 per cent of the total project price tag, then the city could save more than $150 million by just focusing on the other enhancements: better transit hubs, road and bridge rehabilitation, active transportation. Or consider doing the rehabilitation and ancillary infrastructure but don’t widen the road. If people from the burgeoning neighbourhoods in the southwest quadrant knew they could take an express bus from a transit hub at Kenaston and McGillivray Avenue, along a rapid transit lane on Route 90 that goes all the way downtown, we’d be an important step closer to solving this city’s traffic problems. Thankfully, the city will have a chance to save itself from this plan, as described. If the city really wants to widen the road and reduce congestion, then it needs to designate the additional lane in each direction as a bus-only, rapid transit route. Maybe not every day, but as congestion increases, people find different routes or - wait for it - ride the bus. It’s not even certain, at its current four lanes, traffic loads will increase.Īgain, in more progressive cities, it is well-known traffic will avoid the busiest routes. When the Route 90 report was released last week, city traffic engineers dutifully showed current loads and then modelled well into the future to predict the increased traffic that will come with expected population growth. It is an argument so flawed, it borders on delusional. What doesn’t make a lot of sense, however, is the insistence the city has in suggesting widening will have any impact on congestion and travel times. The argument is because the road surface and bridges along Route 90 will need to be replaced anyway, it makes sense to include as many other “needs” under the umbrella of one project.Įmbedded in these calculations, however, is a dangerous assumption: that the city does nothing else to get people out of their cars and onto transit. According to the city’s presentation, 42 per cent would be dedicated to bridge and road repairs or replacement, and 27 per cent would involve much-needed sewer upgrades. There are two things we must keep in mind when considering this project: first, there is a current issue with gridlock on Route 90 second, the project (as it’s now configured) is about a lot more than just widening a road.Īs presented, the “widening” of Kenaston Boulevard represents only about one-third of the project costs and scope. In proposing a widening of Route 90 to alleviate traffic congestion, Winnipeg is demonstrating it is about 50 years behind the urban planning curve. What that means is cities looking to the future - which really includes just about every Canadian city of equal or larger size - are extremely cautious about widening and lengthening roads, and more enthusiastic about actively discouraging automobiles and investments in transit. However, there’s something more: the world’s biggest cities rely on massive investments in mass transit to keep people out of their cars. The increased volume that flocks to expanded roadways often leaves them as, or more, gridlocked than they were before.Īgain, the proven methods in other cities involve making it more difficult and expensive to drive automobiles to and from the busiest neighbourhoods. Urban planners refer to the phenomenon Schwartz described as “induced demand.” In other words, the wider and longer the road, the more cars will end up using it. To quote the legendary Sam Schwartz (the New York City traffic engineer who coined the term gridlock): “If you build it, they will come.” Lurking beneath the hoopla and lofty claims that accompanied the recent release of the plan is an inconvenient truth that has been established over decades of experience in other bigger and busier cities: longer and wider roads do not relieve traffic congestion. This plan, City of Winnipeg traffic engineers claim, will significantly cut travel time during the busiest parts of the day. Free Press 101: How we practise journalism.
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