00319366

Component

http://onlinepubs.trb.org...ubs/sr/sr190/sr190-005.pdf

It has been noted that one of the major criticisms of TSM has been its failure to develop action strategies that are appropriately responsive to specified goals. Many TSM actions have favorable effects on some goals while unfavorably affecting others. The need for analysis and evaluation of the trade-offs of these effects is particularly important if major goals are viewed as having equal or nearly equal value. The fact that such evaluation and analysis does not ococur appears to be a natural result of a goals hierarchy that strongly and rather consistently favors mobility over other goals. Fuel rationing, energy supply interruptins, or natinal economic difficulty, however, have the potential to alter this hierarchy and introduce an era where TSM can function in its orginally conceived manner. TSM strategies, if applied without reservation (but excluding fuel rationing or pricing strategies), can have significant effects on major goals. Travel-time reductions for work travel of 15-20 percent are possible. Favorable effects on energy-conservation and emissions-reduction goals are more limited--probably not more than 3 percent VT reduction for all trips (but more than 10 percent VT reductions for work travel). Pricing seems to be the only significant TSM strategy that reduces VT for nonwork trips; thus, the need for acceptable TSM strategies that could accomplish this goal is a crucial weakness in TSM as currently practiced. However, effects of even 3-5 percent are significant when compared with the effects of some highly visible and costly transportation improvements. The strategies that include more radical conservation measures (such as fuel allocation, rationing, and pricing) have, because of the pervasiveness of personal mobility and its influence on the American life-style, more far-reaching impacts than those usually considered by planners. Under such conditions, the cumulative effects of local TSM actions could have a significant impact on the satisfaction of national goals such as economic gowth, economic equity, and social diversity and choice. (Author)

This paper appeared in Transportation Research Board Special Report No. 190: Transportation System Management in 1980.

01411741

pp 16-20

1980

Transportation Research Board Special Report

Workshop on Transportation System Management

Digital/other

References (10) ; Tables (2)

Air quality management; Alternatives analysis; Conferences; Energy conservation; Implementation; Strategic planning; Transportation planning; Transportation policy; Transportation system management; Travel time

Administration and Management; Energy; Environment; Highways; Planning and Forecasting; Policy; Research; I10: Economics and Administration; I72: Traffic and Transport Planning

TRIS, TRB, ATRI

Dec 30 1980 12:00AM

• CONFERENCE SUMMARY AND FINDINGS
• FOUR YEARS LATER THE STATUS AND PROSPECTS OF TSM
• INSTITUTIONAL DIMENSION OF TRANSPORTATION SYSTEM MANAGEMENT: A BOTTOMS-UP APPROACH
• INTEGRATING TSM INTO THE OVERALL TRANSPORTATION/PLANNING PROCESS
• INTRODUCTION TRANSPORTATION SYSTEM MANAGEMENT IN 1980. STATE OF THE ART AND FUTURE DIRECTIONS
• ISSUES IN TSM METHODOLOGY
• MONITORING SYSTEM PERFORMANCE: A FOUNDATION FOR TSM PLANNING
• NEGLECTED HIGH-ACHIEVEMENT TSM ACTIONS
• Results of the Workshop - An Areawide Planning Context for TSM
• Results of the Workshop - Neglected High-Achievement TSM Actions
• Results of the Workshop - Roles of Organizations, Public and Private Enterprise, and the Professional Disciplines in TSM Planning, Programming, and Implementation
• ROLE OF PRIVATE ENTERPRISE IN TSM: CAN INTEREST BE GENERATED AND MAINTAINED?
• TRANSPORTATION SYSTEM MANAGEMENT: OBSERVATIONS AND COMMENTS ON FUTURE DIRECTIONS
• TSM: ALTERNATIVE INSTITUTIONAL ROLES