An Oxymoron for 21st Century Atlanta:
More Roads Equal Improved Air Quality
The Atlanta Regional Commission recently released its Regional Transportation Plan, which is the region’s transportation blueprint for the next quarter century. Based on land use and transportation policies specified by the federal government, it identifies $36 billion of transportation improvements ¾ 55 percent of which specifically target transit. However, the ARC projects automobiles will represent 97 percent of all trips in 2025, an ironic admission given the substantial transit investment in the plan.
In principle, mass transit could improve the region’s air quality, in addition to relieving congestion. However, the automobile provides an irreplaceable convenience that cannot be ignored, as supported by the decline in transit’s national mode share from 50 percent in 1945 to 3 percent in 1995. Moreover, transit captures only 2.56 percent of travel in Metro Atlanta.
If transit is projected to carry no more than three percent of the travel demand during the next 25 years, the region must consider increased road capacity as a method for combating poor air quality. Admittedly, at first glance such a statement seems contradictory. Ozone is produced when nitrogen oxides (NOx) and volatile organic compounds (VOCs) react together in the presence of sunlight. A key player in this equation is automobile tailpipe emissions. However, automobiles pollute more when idling in congestion and during frequent stops and starts than when traveling at a constant speed. Therefore, eliminating traffic bottlenecks will dramatically lessen these emissions and their detrimental effect on air quality. Removing traffic bottlenecks requires making existing roads more efficient by adding turn lanes and shoulders, synchronizing traffic signals and continuing to implement intelligent transportation management systems. It also calls for adding road capacity to provide escape valves for overloaded traffic corridors.
By 2025, the region’s population is projected to be 4.8 million, an increase of 2.1 million people since 1990.Common sense dictates that automobile usage will only increase over the next 25 years. However, the automobile of the future will differ substantially from today’s automobile. Indeed, automobile critics are ignoring the imminent revolution in the automobile industry and the dramatic improvements in alternative fuels. Between 1992 and 2000, the consumption of alternative vehicle fuels increased by 60 percent. Moreover, the use of electricity as an alternative fuel has increased by 377 percent. At present, Georgia has approximately 11,504 alternative-fueled vehicles (AFVs) in use ¾ 2,500 of which are driven in the Atlanta area.
U.S. automakers are working furiously to develop fuel cell, hybrid electric and electric vehicles for widespread use by the end of this decade. At present, Honda (Insight – $19,320) and Toyota (Prius – $20,450) each manufacture and sell a hybrid electric vehicle, while General Motors, Ford and DaimlerChrysler have hybrid development programs. This type of vehicle can double gas mileage while cutting greenhouse gas emissions in half. Furthermore, Ford, GM and DaimlerChrysler have unveiled working fuel cell vehicle prototypes. Fuel cells will reduce pollution with all types of fuel, and when hydrogen is used, water and heat are the only byproducts.
Technological advancements, such as those stated above, promise to improve air quality thus allowing Atlanta’s long-term transportation strategy to focus primarily on traffic congestion. In the short term, however, we should target high-polluting vehicles and encourage a higher fleet turnover rate. For example, remote-sensing technology allows us to cheaply scan car emissions from the roadside, identify the low-emitting cars, and send the owners a notice exempting the clean cars from their next scheduled emissions test. This “clean screen” program effectively focuses testing and repair on the high-emitting vehicles ¾ a highly efficient program since “dirty” vehicles are responsible for a large percentage of mobile-source pollution. In fact, 50 percent of the NOx emitted by cars and light trucks comes from just 10 percent of the vehicles.
In addition to repairing the dirtiest automobiles, we need to offer incentives encouraging the purchase of cleaner vehicles. Georgia currently offers individuals a $1,500 tax credit for the purchase or lease of AFVs. In addition, the AFV Incremental Cost Incentive Program helps offset the added cost to businesses purchasing AFVs. Increasing these incentives will foster replacement of current vehicles with low-polluting vehicles. Moreover, redirecting funding for programs such as the planned $1.7 billion light rail line into Cobb County towards vehicle turnover incentive programs could have a substantial affect on the region’s air quality.
Though limiting the presence of additional vehicles on our roadways is unlikely, we can limit the detrimental effects on air quality. Unfortunately, our leaders have chosen to throw away more money in a fruitless attempt to remove the automobile from the transportation equation. Increased funding of transit may appear environmentally friendly, but practicality dictates action supporting the purchase of low-polluting vehicles, a commitment to reducing the number of high-polluting vehicles and a focus on removing traffic bottlenecks. These solutions have a better chance to improve our environment, while serving as realistic alternatives to commuters.
Laura Creasy is Research Director for the Georgia Public Policy Foundation. The Georgia Public Policy Foundation is a nonpartisan, member-supported research and education organization based in Atlanta, Georgia, that promotes free markets, limited government and individual responsibility. Nothing written here is to be construed as necessarily reflecting the views of the Georgia Public Policy Foundation or as an attempt to aid or hinder the passage of any bill before the U.S. Congress or the Georgia Legislature.
© Georgia Public Policy Foundation (July 28, 2000). Permission is hereby given to reprint this article, with appropriate credit given.
By Laura Creasy
The Atlanta Regional Commission recently released its Regional Transportation Plan, which is the region’s transportation blueprint for the next quarter century. Based on land use and transportation policies specified by the federal government, it identifies $36 billion of transportation improvements, 55 percent of which specifically target transit. However, the ARC projects automobiles will represent 97 percent of all trips in 2025, an ironic admission given the substantial transit investment in the plan.
In principle, mass transit could improve the region’s air quality, in addition to relieving congestion. However, the automobile provides an irreplaceable convenience that cannot be ignored, as supported by the decline in transit’s national mode share from 50 percent in 1945 to 3 percent in 1995. Moreover, transit captures only 2.56 percent of travel in Metro Atlanta.
If transit is projected to carry no more than three percent of the travel demand during the next 25 years, the region must consider increased road capacity as a method for combating poor air quality. Admittedly, at first glance such a statement seems contradictory. Ozone is produced when nitrogen oxides (NOx) and volatile organic compounds (VOCs) react together in the presence of sunlight. A key player in this equation is automobile tailpipe emissions. However, automobiles pollute more when idling in congestion and during frequent stops and starts than when traveling at a constant speed. Therefore, eliminating traffic bottlenecks will dramatically lessen these emissions and their detrimental effect on air quality. Removing traffic bottlenecks requires making existing roads more efficient by adding turn lanes and shoulders, synchronizing traffic signals and continuing to implement intelligent transportation management systems. It also calls for adding road capacity to provide escape valves for overloaded traffic corridors.
By 2025, the region’s population is projected to be 4.8 million, an increase of 2.1 million people since 1990.Common sense dictates that automobile usage will only increase over the next 25 years. However, the automobile of the future will differ substantially from today’s automobile. Indeed, automobile critics are ignoring the imminent revolution in the automobile industry and the dramatic improvements in alternative fuels. Between 1992 and 2000, the consumption of alternative vehicle fuels increased by 60 percent. Moreover, the use of electricity as an alternative fuel has increased by 377 percent. At present, Georgia has approximately 11,504 alternative-fueled vehicles (AFVs) in use ¾ 2,500 of which are driven in the Atlanta area.
U.S. automakers are working furiously to develop fuel cell, hybrid electric and electric vehicles for widespread use by the end of this decade. At present, Honda (Insight – $19,320) and Toyota (Prius – $20,450) each manufacture and sell a hybrid electric vehicle, while General Motors, Ford and DaimlerChrysler have hybrid development programs. This type of vehicle can double gas mileage while cutting greenhouse gas emissions in half. Furthermore, Ford, GM and DaimlerChrysler have unveiled working fuel cell vehicle prototypes. Fuel cells will reduce pollution with all types of fuel, and when hydrogen is used, water and heat are the only byproducts.
Technological advancements, such as those stated above, promise to improve air quality thus allowing Atlanta’s long-term transportation strategy to focus primarily on traffic congestion. In the short term, however, we should target high-polluting vehicles and encourage a higher fleet turnover rate. For example, remote-sensing technology allows us to cheaply scan car emissions from the roadside, identify the low-emitting cars, and send the owners a notice exempting the clean cars from their next scheduled emissions test. This “clean screen” program effectively focuses testing and repair on the high-emitting vehicles ¾ a highly efficient program since “dirty” vehicles are responsible for a large percentage of mobile-source pollution. In fact, 50 percent of the NOx emitted by cars and light trucks comes from just 10 percent of the vehicles.
In addition to repairing the dirtiest automobiles, we need to offer incentives encouraging the purchase of cleaner vehicles. Georgia currently offers individuals a $1,500 tax credit for the purchase or lease of AFVs. In addition, the AFV Incremental Cost Incentive Program helps offset the added cost to businesses purchasing AFVs. Increasing these incentives will foster replacement of current vehicles with low-polluting vehicles. Moreover, redirecting funding for programs such as the planned $1.7 billion light rail line into Cobb County towards vehicle turnover incentive programs could have a substantial affect on the region’s air quality.
Though limiting the presence of additional vehicles on our roadways is unlikely, we can limit the detrimental effects on air quality. Unfortunately, our leaders have chosen to throw away more money in a fruitless attempt to remove the automobile from the transportation equation. Increased funding of transit may appear environmentally friendly, but practicality dictates action supporting the purchase of low-polluting vehicles, a commitment to reducing the number of high-polluting vehicles and a focus on removing traffic bottlenecks. These solutions have a better chance to improve our environment, while serving as realistic alternatives to commuters.
Laura Creasy is Research Director for the Georgia Public Policy Foundation. The Georgia Public Policy Foundation is a nonpartisan, member-supported research and education organization based in Atlanta, Georgia, that promotes free markets, limited government and individual responsibility. Nothing written here is to be construed as necessarily reflecting the views of the Georgia Public Policy Foundation or as an attempt to aid or hinder the passage of any bill before the U.S. Congress or the Georgia Legislature.
© Georgia Public Policy Foundation (July 28, 2000). Permission is hereby given to reprint this article, with appropriate credit given.
