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37 Vehicle and User Eligibility.................................................................................................... 38 Peak vs. Off-Peak Tolls and/or Occupancy Requirements ..................................................... 42 Ingress and Egress Locations ................................................ | {
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Acceptance of HOT Lanes........................................................................................... 84 Evaluation of HOT Lanes ....................................................................................................... 85 References ............................................................... | {
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a Typical Weekday............................................................................................. 23 Table 4. Usage Statistics from I-15 HOT Lane Implementation. ................................... 24 Table 5. Usage Statistics from SR-91 HOT Lane Implementation................................. 24 Table 6. ... | {
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be difficult to enforce, reducing the unattractiveness as HOT lane candidate. Contraflow lanes are rare and have not been used for HOT lanes. The definitions in the following paragraphs stem from typical HOV designs. Examples of these facility types are in operation as HOV and HOT lanes throughout the country. The sche... | {
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in Orange County, California (2). 6 Figure 8. IH-30 East R. L. Thornton Freeway Moveable-Barrier Contraflow HOV Lane in Dallas, Texas (2). Figure 9. IH-495 Union City, New Jersey, Contraflow Lane (2). 7 Figure 10. IH-45 Gulf Freeway T Ramp in Houston, Texas (2). Figure 11. Drop Ramp in Orange County, California (2). 8 ... | {
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reverts to full state control. Project Goals The project has goals to: • promote California ’s ridesharing policy and • return a profit to the investors. Project Design The toll lanes are located in the freeway median between Anaheim and Riverside Counties, and the facility provides two extra lanes in each direction. T... | {
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’smarket research study on VOT for the facility in combination with The Wilbur Smith and Associates traffic and revenue studies (6). Financing Since the project opened, four toll rate increases have been implemented. The most current rate change was implemented on January 31, 1999, and rates range from $0.75 to $3.50. ... | {
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the HOV 3+ users have also had to pay 50 percent of the toll to use the facility. Financial Performance CPTC ’s most recent Annual Financial Statement (7) indicates that the company has broken even. I-15, SAN DIEGO, CALIFORNIA (HOV-HOT CONVERSION PROJECT) This project is located along Interstate 15, a major north/south... | {
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the first project to use this type of pricing strategy with tolls ranging from $.50 to as high as $4 for SOVs on normal days and $8 on abnormal days. Again, LOS considerations are the basis for toll setting with a requirement by the state to maintain a LOS “C” on the facility. Traffic volume data are used to determine ... | {
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the program, called “QuickRide, ” is to assess the potential to allow HOV 2+ carpools to use the lane for a fee during the peak hours when the HOV 3+ occupancy requirement is in effect. This project was launched on January 26, 1998. Project Goals The project goals are to: • increase person-movement and • increase avera... | {
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other yet-to-be-identified policy issues get a comprehensive examination from the outset to assure that subsequent engineering, economic, and customer relations decisions have a sound policy context. SYSTEM PHILOSOPHY Implementing agencies need to clearly articulate, to themselves and to the public, the goals behind th... | {
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INITIAL AGENCY CONSIDERATIONS Among the earliest decisions to be made are those affecting participation. In many respects these considerations and the foregoing system philosophy go hand in hand, because the participating agencies must be the ones establishing the overall goals of the project. Key decisions include the... | {
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the other capital costs were paid from bond proceeds, which are being repaid from toll revenues. Thus it appears that the minimum subsidy needed, based on experience to date, will be the provision of right of way. In the other two cases, both of which had much lower capital costs, either local agencies or the FHWA are ... | {
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tried these as yet. Only San Diego has been active in addressing equity through the provision of improved transit service in the same corridor. From the inception of the San Diego 17 project, San Diego has acknowledged its intent to use toll revenues to support transit service in the corridor. Much of the fairness ques... | {
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performance information is required, which is typically obtained from transportation planning models. Table 1. Potential Goals and Objectives of HOT Lane Projects. Typical Goals Corresponding Objectives Test/evaluate peak-period pricing strategies Monitor and report on operations, congestion, air quality impacts, and p... | {
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to model the special requirements of HOT lane analysis. The most common method is to use existing regional models that are based on the four step models (15). In essence the mode choice/traffic assignment sections of the four-step model are modified. This choice has taken various forms including adding a toll diversion... | {
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it is obviously important to ensure that the model allows the decision makers to analyze the effect of changing the variables that they have control over, such as pricing, capacity, and network attributes. It would also be desirable for the model to explicitly model the demand for activities, which would subsequently b... | {
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into HOT lanes • Corridor has capacity deficiencies • Corridor is used by travelers making relatively long trips • There is excess capacity on an existing HOV lane or there could be excess capacity by moving from HOV 2 to HOV 3+, and implementation would not cause adverse effects • Income revenue exceeds implementation... | {
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MOTIVATED POTENTIAL USERS SINGLE ORIGIN/ SINGLE DESTINATION 23 Finally, a major key to successful implementation of HOT lanes that is commonly cited is public acceptance (16) . In essence the public agency should encourage public involvement in the planning process. This involvement could include conducting focus group... | {
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HOT lanes as evidenced by the pervasive use of the term “Lexus Lanes. ” A study of the data from the SR-91 project in California showed a correlation between income and toll lane use, although it is important to point out that travelers in all income groups pay to use SR-91 toll lanes (17). Compared to commuters in low... | {
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Hultgren and Kawada, ITE Journal, June 1999 Table 5. Usage Statistics from SR-91 HOT Lane Implementation. Frequency of Use for Peak Period Work Commute Commuter Share b(%) Never 46 Rarely (1 –10 percent) 11 Some (10 –40 percent) 9Half (40 –60 percent) 11 Most (60 –90 percent) 7Always (90 –100 percent) 16 bMastako and R... | {
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theory suggests that reduced commuting times (courtesy of congestion-free travel) will make it possible for commuters to travel further. However, those who pay to use HOT lanes experience an increase in out-of-pocket costs that may counteract the effect of the decrease in travel time cost (21) . Similarly there is no e... | {
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increase vehicle and persons moved, some relationship between income and frequency of use, most customers occasional users when a specific trip purpose warrant added expense, and travelers ’ perception of time savings substantially higher than actual savings. 27 # DESIGN ISSUES This chapter addresses the major de... | {
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encourage modal shift, to generate revenue, etc.). Numerous agencies and groups will be involved in the design of the project. The participation of the appropriate agencies and individuals is key to ensuring that all groups are involved in discussing the different design elements, issues, and objectives. Lane Uses in t... | {
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system, such as an HOV or HOT lane system, will typically occur at interchanges with other facilities. A long-range plan is necessary to allow provisions to avoid bottlenecks when additional facilities are implemented. The facilities are more effective when developed as a comprehensive system or network. In addition to... | {
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widths should be considered only in special circumstances or for short distances. Full-width paved shoulders are preferred on any roadway to accommodate disabled vehicles and to provide additional area for vehicles to maneuver or recover. Shoulders should be considered where right-of-way is available or can be acquired... | {
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so that they can be safely and efficiently enforced. The safety of all persons involved (police personnel, HOT lane users, and adjacent general-purpose lane travelers) should be a key consideration in the design process. Experience indicates that poorly designed and unsafe enforcement areas will not be used. A variety ... | {
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characteristics. For example, a fully loaded bus or a truck can lose (or gain) a substantial amount of speed on a sustained grade. The grade, sustained length of the grade, design speed, and vehicle type must be considered when determining the maximum grade to be used. The desirable maximum grade for a 65 mph design sp... | {
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The physical and operational characteristics of eligible vehicles will influence the design of HOT facilities. It is, therefore, necessary to examine all vehicle types that may be eligible to use a HOT lane. The largest of all the several design vehicles likely to use the facility with considerable frequency or a desig... | {
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facilities) can either be contiguous to the adjacent general-purpose lanes or separated by a painted buffer area. These types of facilities are typically the least expensive type of treatment to implement. The implementation time is relatively short, particularly when an inside shoulder exists on the freeway. These typ... | {
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for conflict between vehicles in the HOT lanes and those in the adjacent general-purpose lanes. Travel time reliability tends to be better due to the exclusive nature of the facilities, especially if direct-access ramps are provided at high volume locations. The capital costs associated with barrier-separated facilitie... | {
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the use of toll booths may have substantial design concerns. Additionally, effective signing (regulatory and guide signs) and pavement marking will be a challenge because of the amount of information that must be conveyed to the occasional-use patron and if the toll structure is variable throughout the day. Signing Req... | {
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some question about the use of the diamond symbol for preferential treatment facilities other than HOV lanes. Facilities such as bike lanes and commercial truck lanes also use the diamond symbol. The use of a red and blue bar along with the diamond symbol on the top of guide signs is being considered for use in the Hou... | {
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lanes and traditional incident management techniques to maintain peak operational efficiency. Automatic vehicle identification (AVI) and license plate recognition (LPR) are two toll collection methods covered in the toll collection section. Routine, special, selected, and self-enforcement strategies as well as automate... | {
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the perceived quality of service provided by the facility. If demand for the facility is great, travel time increases and travel time savings can become unreliable. If demand for the facility is low, the public can become frustrated with the perception of wasted tax dollars on a facility that is 38 underutilized. Type ... | {
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this class of vehicle and is touted as a safety benefit (4) . Deadheading transit vehicles or allowing the return trip, typically with few or no passengers, provides operational efficiency for the transit system. A well-defined policy should be in place to avoid operational and public perception problems, especially wh... | {
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on HOV lanes, but volumes in the range of 1,700 to 1,800 and higher have been documented while maintaining free-flow conditions. The legislation that enables the IH-15 corridor to become a HOT lane requires a LOS C to be maintained on the HOT lane (19) . This maximum-flow condition can be constrained by geometric eleme... | {
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(preliminary assessment): • no SOV, • HOV 2+ pay toll, and • HOV 3+ free. SR-91 in Orange County, California, has the following toll road policy (preliminary assessment): • time of day tolls for all vehicles, and • HOV 3+ reduced fee. 40 These policies may be consistent throughout the region while some may vary the eli... | {
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in a corridor. > •May be too many 2+ carpools resulting in congestion in a HOV lane. • May not provide incentive to carpool if high number of existing 2+ carpools or help reduce vehicle trips. Three or more (3+) persons per vehicle > •Can address congestion problems at the 2+ level. > •Higher person movement capacity. ... | {
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the national experience and can be used in developing local guidelines: Separate right-of-way, bus only: 200 –400 vphpl Separate right-of-way, HOV: 800 –1,000 vphpl Freeway, exclusive two-directional: 400 –800 vphpl Freeway, exclusive reversible: 400 –800 vphpl Freeway, concurrent flow: 400 –800 vphpl Freeway, contrafl... | {
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be used in developing local guidelines: Separate right-of-way, bus only: 800 –1,000 vphpl Separate right-of-way, HOV: 1,500 –1,800 vphpl Freeway, exclusive two-directional: 1,200 –1,500 vphpl Freeway, exclusive reversible: 1,500 –1,800 vphpl Freeway, concurrent flow: 1,200 –1,500 vphpl Freeway, contraflow, bus-only: 60... | {
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time should be used throughout the region. The Katy freeway in Houston was converted from HOV 2+ to HOV 3+ during the peak period when travel time decreased and volumes increased. When the occupancy was changed to HOV 3+, the facility realized extra capacity that is being utilized through the QuickRide Program that all... | {
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are not recognized for short trips. Entrance and exit locations should be considered at major bus operation locations such as park-and-ride and park-and-pool lots, which are staging areas where commuters gather to consolidate vehicles and are typically located near the facility. Slip ramps provide the most flexibility ... | {
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closures or slowdowns is information that is vital to the user paying for the use of the facility. Typically this communication is through changeable message signs or facility personnel. Another aspect of incident management is using the HOT lane when a major incident occurs on the general-purpose lanes. HOV lanes have... | {
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current mainlane traffic conditions. The concept is that the participant pays more to use the uncongested HOT lane as the congestion on the mainlanes increases. This variable pricing does require a method of measuring the mainlane conditions, as well as the ability to relay the dynamic price to use the HOT lane. AVI vs... | {
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makes enforcement easier. Four enforcement strategies are being used on HOV facilities; however, the two shown in bold appear to be most applicable to HOT lanes: • routine enforcement, • special enforcement, • selected enforcement, and • self-enforcement. Enforcement policies should protect traveler safety, travel time... | {
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Emerging technologies hold promise for the costly HOT enforcement issue. Several states have passed legislation allowing: • use of photographic, digital, and video systems to be used to identify violators; • mailing of traffic citations and warning letters to the registered owner of a vehicle violating the policy; and ... | {
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flow rates (maximum and minimum) should be established and tolls and occupancy adjusted to maintain the desired ranges. • Dynamic signing should be considered to advise travelers of current eligibility requirements and usage tolls. • Entrances and exits should consider bus operations and park-and-ride lots to encourage... | {
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placed on this issue (29). VOT Distribution The assumption is that the market for HOT lanes is heterogeneous. Ignoring this inherent heterogeneity as is done currently in pricing decisions would be tantamount to limiting the revenue potential and underestimating the potential welfare gains. Academicians are now suggest... | {
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necessary to create a reliable base of future patronage. This approach should improve diversion behavior and in the long term will be consistent with both improved mobility and revenue generation assuming other issues related to pricing and revenue use in initial and later years have been dealt with. It is therefore re... | {
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• The system should be reliable and easy to enforce. • The system should be able to generate information for investment decisions. From the public ’s point of view the following criteria may apply: • The road pricing system should bring about larger benefits than costs. • The system should minimize intrusion on urban a... | {
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travel time savings associated with using the facility as compared to alternate free routes. 2 • Willingness to pay. • Toll sensitivity analysis. 1 I-10 Katy, Houston 2 A variant of this approach has been used in the SR-91 case. A VOT has been assumed and rates have been calculated. 50 The point here is that revenue ge... | {
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should also contemplate the manner and frequency of potential toll rate increases. • There is a need to have good forecasts of the rate of growth of project costs as well as debt service costs. This need implies that the choice of interest rate and the method of annualization are critical. • There is a need to identify... | {
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costs as well. One reason for this conclusion is that conversion capital costs are fairly low relative to new lanes, as clearly indicated in the I-15 case. Whether HOT lanes can generate enough revenue to cover costs for new projects is another question. An analysis of SR-91 indicates a three-year break even time perio... | {
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such as public opinion that affect likelihood of project implementation and policy success. Economists argue that transportation facilities generally exhibit increasing returns to scale and large sunk costs (irreversible costs). What this argument implies is that the theoretical optimal prices that are close to margina... | {
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of travel-time savings needs to be free of any mis-specifications. The success of a toll lane really depends on travel-time savings. Hence, VOT becomes an important variable. Assuming an average value will lead to forecast errors. For a given travel time, a HOT lane could reduce the variability associated with the trav... | {
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problem and its influence on revenue could be applicable when there is a price differential for different user groups. In the first stage, forecasts generated from traditional assignment models are calibrated to match observed conditions. In the second stage, the changes in demand-to-toll changes and the consequent cha... | {
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be more important for private operators. 1) What is the traffic profile (SOV users, carpoolers, other vehicle types)? 2) Is the assumed average VOT for revenue generation justified? 3) Is there an information advantage to considering variability by using a market-segmented approach? 4) What information is gained when u... | {
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Assuming that it is desired to have an equilibrium speed of x mph, the Highway Capacity Manual indicates that traffic needs to be kept at Q2 in order to attain this free-flow speed. Given the set B demand curves, a toll of P1 would then have to be charged, generating revenue of P1CQ1O. If the relevant demand was set A,... | {
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projects should be located in the vicinity of high-income areas in congested urban areas (34). This aspect of revenue generation due to future project location could lead to land use effects and equity issues. One implication of this potential is that such impacts need to be assessed at different stages of the project.... | {
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addressing the price sensitivity question. Factors Affecting Diversion Rates It is necessary to determine the factors affecting the rate of diversion to the HOT lane from the alternative free route in order to project return on investment to the extent that these factors provide information about the demand for the fac... | {
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transparency condition that a good road pricing system should follow (36) . This could lead to a “bidding game ” at least in the beginning, and the beneficial impacts will tend to occur with a lag as people learn over time. The pertinent question is which one leads to a better peak spread, especially in congested areas... | {
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can be made of dynamic pricing. Since dynamic pricing uses real-time traffic data to derive congestion based tolls, it does seem to suggest that it may be more effective than variable tolls in managing demand. Travel times could improve, as well as reliability. While the potential for either variable or dynamic pricing... | {
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adopted, and changes in travel behavior induced by the introduction of such facilities. The demand level on the toll lane is impacted by factors like actual toll rate, travel speed on alternate facilities, and parallel “free ” routes (i.e., the extent to which factors such as degree of congestion impact the facility us... | {
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operating agency, because, theoretically, there are no optimal market prices that can simultaneously achieve both objectives. In practice, however, the experiences of I-15 lanes and SR-91 lanes in California suggest that it is possible to design prices that bring the apparently conflicting objectives together 3 This is... | {
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HOT lane projects in the country, the net income issue is currently redundant for one (I-15), the second one is privately financed (SR-91), and the third is a federal demonstration project (I-10). This leaves very little to draw inferences from. Second, because of the first aspect and because of the similarity of HOT l... | {
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On the contrary, should a public agency utilize debt financing, then revenue bonds covenants require that debt retirement should be the primary responsibility. In other words, net income is defined net debt service costs including other operating costs and maintenance costs. The excess revenue, if any, can be diverted ... | {
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of a new facility. These costs totaled approximately $133 million for the 10-mile SR-91 project and $1.85 million for the 8-mile I-15, San Diego project. Costs falling into this category are the following: 4 The auditors notes indicate that the SR-91 cost allocations are in agreement with the Section 3.6(b) of the Amen... | {
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shown in Table 10 below. Table 10. Operating and Maintenance Costs Categories for SR-91 and I-15 HOT Lane Projects. SR-91 (1998 O&M Costs) (50) (New Lanes) I-15 (Annual O&M Costs) (HOV –HOT Conversion) (19) > •Customer service: $343,000 > •Maintenance and warranty: $71,000 > •Police service enforcement: $100,000 > •Cus... | {
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implies that the company is borrowing more to pay off part of the interest on loans already issued. The company claims it has covered all of its outstanding costs as of 1998. What is worrisome is that the 1998 Annual Report does not present any details, making it difficult to assess whether the company has successfully... | {
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maintaining tolling flexibility and vehicle occupancy, we will realize that the first criterion is public acceptability. The second condition is the franchising agreement (valid for private projects), which has been discussed earlier. In this part, we will limit ourselves to a discussion of the first condition. In othe... | {
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rate of return positively. This arrangement is clearly possible for new projects but may be a self-defeating strategy on HOT –HOV lane conversions because prices will be set to stimulate travel and enhance acceptability and such a policy may price them off the road. This price structure could negatively impact the abil... | {
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does not mean that the project is not worthwhile —since the alternatives are almost certainly other projects that will have significant costs but will not generate any revenues. In between these extremes are a number of possible projects that will be partially or largely self-supporting, but may require some support fr... | {
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attributed to improvements in tolling technology and the potential to combine pricing with HOV facilities. Although the HOT lane concept has received considerable praise, it is still subject to the public acceptance barriers that originally prevented widespread introduction of such projects in this country. Each of the... | {
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felt tolls were an effective means to address congestion problems, and this percentage increased as commuters witnessed the tangible travel-time savings in both HOT and general-purpose lanes. Overall, there was a high level of acceptance for congestion pricing. 66 I-15 FasTrak —San Diego, California SANDAG has used a c... | {
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the four groups at each stage of the bidding game. The highest average willingness-to-pay (WTP) was recorded among the CEU group, and the lowest average WTP was recorded among the SOV group. Results of the overall focus group study indicated the following. • Before project implementation: public opinion generally fav... | {
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I-15. • The only negative feedback or negative media coverage on the project thus far has been related to the expanded bus service, which has not gained the expected ridership. I-10 QuickRide —Houston, Texas Before implementation of the “QuickRide ” program, METRO arranged for the meetings of two citizen focus groups —... | {
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two-person vehicles, ” “[METRO] should allow SOVs to use the HOV lane for a fee, ” “ the price is too high, ” and “[METRO should] open the HOV lane when there is an accident on the main lanes. ” The most frequent responses from nonuser two-person carpools as to why they have not yet signed up for the program were: 1) t... | {
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who gets to use the lanes, at what cost, and how the generated revenues are used. Some fear that the value-pricing concept of HOT lanes is too restrictive, benefiting only the more affluent drivers. Some oppose the HOV idea entirely, and support a pure toll road, while others believe that the lanes should remain free f... | {
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has been at least partially addressed by the fact that HOV 3+s are allowed to use the lane at reduced rates.) 69 SELLING POINTS OF HOT LANES HOV options and tolling can be powerful allies in terms of obtaining public acceptability for value pricing. The HOT concept seems to provide a feasible compromise between HOV and... | {
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"title": "from dpo"
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reinforce the selling points. When Houston ’s Katy HOV lane was functioning with additional capacity due to a HOV 3+ occupancy restriction, the transportation agency found that the public was often more concerned with “perceived ” failure (the visual image of empty lanes) than figures demonstrating actual efficiencies.... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
the effectiveness of the scheme or may intensify opposition from other motorists (3). Business groups should remain involved with pricing policies such as HOT lanes. The Coalition for Local Environmental Solutions and a Competitive Economy (COALSCE) is an example of a group that represents several businesses in its stu... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
and planners are often interested in value pricing as it relates to overall system management as well as the potential to reduce peak-period trips. Some, however, worry that value pricing will be seen as a “cure-all. ” Because it is not, pricing should be proposed in conjunction with other elements of a regional transp... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
favorable impression of the program. They were assured that they would retain top priority and continue to use the lanes for free. If it is the policy of the project to use excess revenues to improve transit and carpool service in the corridor, it is important for this particular user group to be aware of that. In gene... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
than “congestion pricing, ” the city of Boulder calls it “congestion relief, ” Portland uses the phrase “traffic relief options, ” and both the New York Toll Authority and the operators of SR-91 in Orange County, California, have referred to variable pricing as “incentive tolling. ”72 The I-15 study recommends using th... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
1978, the California State Transportation Board suggested that “users should be required to pay a fair share of the costs that occur from their use [of transportation facilities]. ” But this idea was strongly opposed at the time by interest groups (45). Value pricing has since received much support, as evidenced by the... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
values, and the collection of baseline and post-implementation data to be used to assess project benefits. In the rush to implement, the baseline data collection, in particular, is neglected. Texas has been an exception at the national level with regard to the collection of baseline data and ongoing evaluation of HOV l... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
lanes? ” Table 11 offers insight into the kinds of overall project goals that may be appropriate for HOT lanes. Whether a HOT lane can reasonably achieve a particular goal listed below depends upon a number of factors, such as the project needs, the HOT lane design/configuration, characteristics of the corridor and tar... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
goals as defined through the project development and public participation process. And for each MOE there will be corresponding data needs that represent statistically valid analyses. 75 Specific MOEs will vary depending upon the objective and the type of HOT lane. For example, an existing HOV lane that is underutilize... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
HOT lane projects is presented. Goals, objectives, MOEs, data collected, use of results, and communication mechanisms are described. SR-91 Express Lanes Evaluation The SR-91 project is a private, for-profit venture, one of four such private-public partnership experiments authorized by the California Legislature in the ... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
Evaluation The FasTrak evaluation is an extensive $1.4 million assessment of numerous aspects of the I-15 HOT lane operation. San Diego State University and Wilbur Smith Associates are performing evaluation work for SANDAG. The monitoring and evaluation framework for the project was designed to meet federal requirement... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
a conversion was made from monthly permits to AVI transponders for fee collection. During that process, the data collected on the facility through loop detectors and transponders were used to formulate the initial pricing levels under dynamic tolling. In the dynamic tolling operation, real-time traffic conditions on th... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
Impacts (macroscopic) > Changes in HOV use > Changes in Transit use > Net trip reduction (if app) SDSU and WSA traffic studies of I-15 and I-8 High-Occupancy Vehicle Use Impacts (microscopic) > SOV to HOV shifts > Bus use shifts > Long-term high-occupancy transition predictions Panel survey Air Quality Impa... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
> Reasons for leaving the project > SANDAG/media data > SANDAG data > Minutes from meetings > Correspondence > Tapes, articles, etc. > SDSU Attitudinal Panel data Pricing System Issues Pricing system changes > Pricing level changes > Technical performance/functionality > Collection effectiveness >... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
goal of QuickRide is to improve utilization of the Katy HOV lane (7). Table 13 highlights the secondary objectives and MOEs used to evaluate the project. Other measurements were made of usage and revenue fluctuations, such as the daily level of fluctuation in usage related to factors such as freeway mainlane incidents ... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
Goal: Improve Utilization of the Katy HOV Lane GOALS OBJECTIVES MEASURES OF EFFECTIVENESS DATA COLLECTED USE OF RESULTS Corridor Improvement > Increase person movement > Form HOV 2s from SOVs > Increase in vehicle occupancy > Increase in HOV 2 without decrease in bus usage or other HOV 3+ > Before/after vehic... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
repeated here so the reader can review them all as a summary of issues related to the feasibility of HOT lanes. POLICY AND INSTITUTIONAL ISSUES The project of policy and institutions issues revealed that the following four actions are important to successfully evaluating the feasibility of HOT lane(s) in a corridor: • ... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
and that decision should be strictly maintained. • Target flow rates (maximum and minimum) should be established and tolls and occupancy adjusted to maintain the desired ranges. • Dynamic signing should be considered to advise travelers of current eligibility requirements and usage tolls. • Entrances and exits should c... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
85 • One study concluded that there were four key characteristics to a politically acceptable project: a) fairly simple in design, b) built incrementally on previously existing arrangements or experience, c) address clearly understood and widely supported objectives, and d) involve transparent financial flows that faci... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
U. S. Department of Transportation, 1995. 7. Annual Financial Statements, California Private Transportation Company, 1996-1998. 8. Stockton, Wm. R., C. L. Grant, C. J. Hill, W.F. McFarland, N. R. Edmondson, and M.A. Ogden. Feasibility of Priority Lane Pricing on the Katy HOV Lane. TTI Research Report 2701-1F, Texas Dep... | {
"page_id": null,
"source": 7320,
"title": "from dpo"
} |
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