Atlanta's traffic congestion: A way out?

Of all of the Southern United States, one city (truly metropolitan area) stands out for its potential to thrive: Atlanta. Why is this? It has a rapidly growing population, with nearly 30% growth over the past decade, a developed Interstate network, rapid transit, and the world's busiest airport. Yet Atlanta suffers from something quite serious: incredible traffic congestion.

Traffic jams are an all too common sight throughout the United States, with Los Angeles, Washington DC, New York City, Chicago, and a myriad of other cities being infamous for them. While Atlanta is known by those who live and visit for having poor traffic flow, it tends to slide under the radar; after all, LA's gridlock is known throughout the world. However, if Atlanta continues this surge of growth, it very well may become the Los Angeles of the East, if it hasn't earned that reputation already.

The traffic problems stemming from over-dependence on automobiles in Atlanta is staggering. The busiest section of freeway in the metro area is the Downtown Connector, a section of Interstate cutting through the core of the city formed by the concurrency of two major interstates, 75 and 85. To add to this, Interstate 20 forms an east-west axis south of Downtown area, distributing further traffic onto the Connector. Much of 75/85's traffic is due to the north-south radial growth patterns found in the metro area. Atlanta's major suburbs all lie to the north of the city, with three freeways (75, 85, and GA 400) carrying traffic southbound into the city. These all merge together into the Connector, which carries approximately 275,000 vehicles per day. Such a number is rivalled only by Los Angeles' San Diego Freeway (I-405).

There are two questions that arise as a result of this. The first is obvious: how can we reduce congestion? The second is slightly more subtle: how can we fund other transport projects from this? For the former, there needs to be an imminent and radical modal switch from car to rail and/or bus. MARTA exists, but does not have the scope, support, or appeal of a normal commuter rail agency (and in fact is not one, but rather a BART-like hybrid system). Further, it has next to no funding, so it cannot expand or increase service.

This is where the second question comes into play. Let's say that, instead of HOV, we took two lanes from each Interstate and made them HOT, or high occupancy express, lanes. Essentially, this would involve charging drivers for using that lane in exchange for a faster, express journey. In practice, this makes far more money than it appears at first. Assuming that the HOT lane will carry about 15% of all traffic on a particular stretch of highway, we could easily set up a e-toll (which allows drivers to stick a tag on their windshield and pass beneath at up to 65mph) between exits 102 and 103 on 85 in Gwinnett County and make $14.102m. This calculation comes from 15% of the AADT (257,590, 15% of which is 38,638), charging $1, and for 365 days a year. It may not seem like much, but if implemented throughout the Atlanta area, the numbers add up quite quickly. The revenue from these tolls would be put into public transport. It's a bit naïve and ideal, it's a thought.