Traffic Congestion

Ease traffic congestion through the reduction of single occupant vehicles by better integrating automobile, public transit, bicycle and pedestrian facilities; encouraging changes in commuters' travel habits; and improving the efficiency of existing transportation services.

Policy Background
The automobile has been an integral part of the American landscape for decades. Most households in the region have at least one car, and virtually every portion of the region is now auto accessible. However, widespread automobile use has had certain negative effects upon the region. Degraded air quality from increased auto emissions, pressure on the regional highway infrastructure and increased traffic congestion are all direct results of increasing vehicle miles.

Measurement
This indicator measures the level of traffic using DVRPC's 1995 traffic count surveys, and assesses highway travel trends by comparing 1990 and 1995 traffic volumes. Traffic counts were gathered by DVRPC along two cordons (inner and outer), the Delaware River bridges, as well as counts from turnpike interchanges. The Penn Jersey Transportation Study of 1960 (PJTS), the first large-scale travel data collection effort in the Delaware Valley, designated the region's original inner and outer cordons. The cordons represent lines that enclose portions of the region. Along the cordons, traffic counting stations are established to track the number of vehicles crossing the cordon line.

While comprising approximately one-third of the region's land area, the inner cordon contains about three-quarters of the region's total population. Considerable commercial and residential growth has occurred in many areas along the inner cordon since its original designation. Accordingly, the 1990 counting station locations were reviewed for adequacy and suitability and 46 new stations were added. This raised the total to 183 to ensure that all significant traffic was being captured. The new counting stations are either new roads, or once minor local streets that now handle increased traffic volumes.

In 1976, the DVRPC study was expanded from the 1960 PJTS original cordon to the nine-county boundary covering a territory of 3,817 square miles. Traffic counts were taken at stations along the regional boundary, and the new line was designated as the outer cordon. In 1990, the cordon was pushed outward slightly to include three municipalities in Berks County defined by the U.S. Census as part of the Pottstown Urbanized Area.

It should be noted that all 1995 traffic counts reflect the total Average Annual Daily Traffic (AADT), whereas the 1990 counts are based upon total Average Annual Weekday Traffic (AAWT). National and state transportation trends now analyze AADT, but the measures do not vary significantly. Counts obtained from toll authorities (PA and NJ turnpikes and the Delaware River bridges) are based on AADT for both years. It should also be noted that these traffic counts are conducted on a five year basis, the next available data will be in the year 2000.

Results
Traffic has grown in the Delaware Valley by 10.5% between 1990 and 1995. DVRPC traffic counts reveal that the greatest traffic growth is occurring in the inner cordon (+15.9%), the Pennsylvania turnpike (+10.5) and the outer cordon (+7%). All sections of the region where DVRPC traffic counts occur have shown traffic increase since 1990.

Policy Background
Public transit in the Delaware Valley developed from private rail and bus systems that over a period of time became publicly funded that together form a regional system. The early system evolved radially, enabling suburban residents to commute to core city employment centers. Decentralization eventually led to a changing regional population and employment landscape. Presently, the regional transit network, made up of the Southeastern Pennsylvania Transportation Authority (SEPTA), NJ Transit and Port Authority Transit Corporation (PATCO), consist of commuter rail, light rail, elevated rail, subway and bus systems. Decreasing ridership since the end of World War II, paralleling the growth of the suburbs and decline of the region's core cities, has contributed to the region's congested highways.

Measurement
This indicator illustrates the coverage and operation of public transit by measuring regional ridership. SEPTA, NJ Transit and PATCO provide statistics on an annual basis. SEPTA data is based upon unlinked ridership, which comprises all riders regardless of mode transfers. This indicator will be compared over time.

Results
Transit ridership declined in the region from 380.9 million riders in 1990 to 342.1 million riders in 1999, a decrease of 10.1%. However, ridership has remained relatively stable in the region from 342.4 million riders in 1996 to 342.1 million riders in 1999. NJ Transit and SEPTA Regional Rail saw increases in ridership of 13.2% and 15.1%, respectively, for the same period. PATCO also saw a small increase in ridership, 0.1%, between 1996 and 1999. It must also be noted that a 10-day transit strike affected SEPTA's total ridership for 1998.

Policy Background
While the Delaware Valley region's total population has remained relatively flat, the number of motor vehicles has risen sharply. Rapid vehicle growth is problematic for two reasons. Traffic congestion worsens since the region's road network in unable to accommodate the increase in vehicle volume. Subsequently, the characteristics of congestion, such as slow travel speeds and stop and go traffic, have a detrimental effect on overall regional air quality.

Measurement
This indicator focuses on the change in the total number of vehicles available for all households relative to population change from 1990 to 1995. This includes passenger cars, vans, pick ups and panel trucks of one ton or less. Vehicles rented or leased for one month or more, company vehicles, and police and government cars are included if kept at home and used for non-business purposes. Data are based upon DVRPC calculations using U.S. Census figures on occupied housing units by vehicle availability (one-vehicle households, two vehicle households, etc.) Population change is provided by the Census. Information regarding this indicator is compiled every five-years; new data will be comparable in the year 2000. This indicator will be compared over time.

Results
Total available vehicles in the region have increased 4.8% to almost three million vehicles between 1990 and 1995, despite the fact that regional population grew by less than one percent during this time period. In absolute terms, vehicles increased by over 130,000, while population in the region only increased by 35,000. In the Pennsylvania portion of the region, Chester County had the greatest increase in vehicles at 10.2% versus a County population increase of 7.6%, while Bucks and Montgomery counties also saw significant increases in vehicle growth. Philadelphia County was the only county in the region to experience a decline in vehicle availability, due to the net population loss of the City during this time period. All four counties in the New Jersey portion of the region witnessed significant increases in vehicle availability that far exceed the rate of population growth. Gloucester County had the greatest increase at 9.8%, versus a population increase of 5.9%. Camden County vehicles increased by 5% despite growing less than 1% in population.