Value Pricing Project Quarterly Reports

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Contact Information: Angela Jacobs at Angela.Jacobs@dot.gov

January - March 2008

Table of Contents
CONVERTING HOV LANES TO HOT LANES
CALIFORNIA: HOT Lanes on I-15 in San Diego
CALIFORNIA: I-680 SMART Carpool Lanes in Alameda County
CALIFORNIA: HOT Lanes on I- 880 in Alameda County
COLORADO: HOT Lanes on I-25/US 36 in Denver
FLORIDA: HOT Lanes on I-95 in Miami-Dade County
MINNESOTA: HOT Lanes on I-394 in Minneapolis
TEXAS: HOT Lanes on I-10 and US 290 in Houston
WASHINGTON: HOT Lanes on SR 167 in the Puget Sound Region
CORDON TOLLS
CALIFORNIA: Area Road Charging and Parking Pricing in San Francisco
FLORIDA: Cordon Pricing in Lee County
FAIR LANES
CALIFORNIA: FAIR Lanes with Dynamic Ridesharing in Alameda County
Pricing on Existing Lanes
MINNESOTA: Priced Dynamic Shoulder Lanes
WASHINGTON: Variable Priced Tolls on SR 520 in Seattle
PRICED NEW LANES
CALIFORNIA: Express Lanes on State Route 91 in Orange County
CALIFORNIA: I-15 Managed Lanes in San Diego
CALIFORNIA: Dynamic Pricing on SR 91 in Orange County
CALIFORNIA: Violation Enforcement System on I-15 Managed Lanes in San Diego
CALIFORNIA: HOT Lanes on State Route 1 in Santa Cruz County
COLORADO: Express Toll Lanes on C-470 in Denver
FLORIDA: Priced Queue Jumps in Lee County
FLORIDA: Priced Managed Lanes in Miami-Fort Lauderdale Region
GEORGIA: Express Toll Lanes on I-75 in Atlanta
GEORGIA: I-75 South HOT/Truck-Only Toll (TOT) Study in Atlanta
MARYLAND: Express Toll Lanes on Section 100 of the I-95/JFK Expressway in Baltimore
MARYLAND: Express Toll Lanes on Section 200 of the I-95/JFK Expressway in Baltimore
NORTH CAROLINA: HOT Lanes on I-40 in Raleigh/Piedmont Triad
OREGON: Express Toll Lanes on Highway 217 in Portland
TEXAS: Value Priced Express Lanes on I-10 in San Antonio
TEXAS: HOT Lane Enforcement and Operations on Loop 1 in Austin
TEXAS: Express Toll Lanes on the LBJ Freeway in Dallas
TEXAS: HOT Lanes on the Katy Freeway in Houston
TEXAS: Express Toll Lanes on I-30/Tom Landry in Dallas
TEXAS: Express Toll Lanes on I-35 in San Antonio
PRICING ON TOLL FACILITIES
CALIFORNIA: Peak Pricing on the San Joaquin Hills Toll Road in Orange County
FLORIDA: Pricing on Bridges in Lee County
FLORIDA: Value Pricing on the Sanibel Bridge and Causeway in Lee County
FLORIDA: Variable Tolls on the Sawgrass Expressway in Broward County
FLORIDA: Variable Tolls for Heavy Vehicles In Lee County
FLORIDA: Pricing Options on the Florida Turnpike in Miami-Dade County
GEORGIA: Variable Pricing Institutional Study for the GA-400 in Atlanta
ILLINOIS: Illinois Tollway Value Pricing Pilot Study
NEW JERSEY: Variable Tolls on the New Jersey Turnpike
NEW JERSEY: Variable Tolls on Port Authority Interstate Crossings
NEW JERSEY: Express Bus/HOT Lane Study for the Lincoln Tunnel
NEW JERSEY: Upgrade of Electronic Toll Collection Technology in New York
PENNSYLVANIA: Variable Tolls on the Pennsylvania Turnpike
TEXAS: Truck Traffic Diversion Using Variable Tolls in Austin
USAGE-BASED VEHICLE CHARGES
CALIFORNIA: Car Sharing in the City of San Francisco
FLORIDA: Dynamically Priced Carsharing in Tampa
GEORGIA: Simulation of Pricing on Atlanta's Interstate System
MINNESOTA: Variabilization of Fixed Auto Costs
MINNESOTA: Mileage-Based User Fee Regional Outreach Statewide
OREGON: Mileage-Based Road User Fee Evaluation
WASHINGTON: Global Positioning System (GPS) Based Pricing in the Puget Sound Region
WASHINGTON: Pay-As-You-Drive (PAYD) Insurance in Seattle
"CASH-OUT" STRATEGIES/PARKING PRICING
CALIFORNIA: Car Share Innovations in the City of San Francisco
CALIFORNIA: SFPark Parking Management Program in the City of San Francisco
CALIFORNIA: Smart Parking Initiative in San Diego
MINNESOTA: Parking Pricing Demonstration in the Twin Cities Area
WASHINGTON: Parking Cash-Out and Pricing in King County
WASHINGTON: Cash-Out of Cars in King County
REGIONAL PRICING INITIATIVES
CALIFORNIA: Investigation of Pricing Strategies in Santa Clara Valley
FLORIDA: Sharing of Technology on Pricing
ILLINOIS: Comprehensive Pricing in Northeast Illinois
MARYLAND: Feasibility of Value Pricing
MINNESOTA: FAST Miles in the Twin Cities
MINNESOTA: Project Development Outreach and Education
TEXAS: Regional Value Pricing Feasibility Study in Dallas
TEXAS: HOT Lane Network Evaluation in Houston
VIRGINIA: Regional Network of Value Priced Lanes
VIRGINIA: Value Pricing for the Hampton Roads Region
WASHINGTON: Tolling Strategies in the Seattle Area
TRUCK ONLY TOLL FACILITIES
CALIFORNIA: Analysis of Environmental Effects of PierPASS and Dedicated Truck Lanes in Southern California
GEORGIA: Northwest Truck Tollway

Value Pricing Project Quarterly Report

January - March 2008

CONVERTING HIGH-OCCUPANCY VEHICLE (HOV) LANES TO HIGH-OCCUPANCY TOLL (HOT) LANES

Under SAFTEA-LU, HOV to HOT conversions were mainstreamed. This project type will now be implemented under 23 U.S.C. 166. "HOT" is the acronym for "High Occupancy/Toll". On HOT lanes, low-occupancy vehicles are charged a toll, while High-Occupancy Vehicles (HOVs) are allowed to use the lanes for free or at a discounted toll rate. HOT lanes create an additional category of eligibility for travelers wanting to use HOV lanes, since drivers can be eligible to use the facility either by meeting its minimum passenger requirement, or by choosing to pay a toll to gain access to the HOV lane.

CALIFORNIA: HOT Lanes on I-15 in San Diego

San Diego's HOT Lanes were originally approved as part of the FHWA'S Congestion Pricing Pilot Program in ISTEA-1991. The San Diego Association of Governments (SANDAG) celebrated 10 years of road pricing on Interstate 15 this past December. The first road pricing implementation effort consisted of collecting tolls via monthly permits with a decal in the window (December 1996); subsequently, the FasTrak^® electronic toll collection system in use today was implemented in April 1998. Under this program, customers in single-occupant vehicles (SOVs) pay a toll each time they use the Interstate 15 HOV lanes. The unique feature of this program is that tolls vary dynamically with the level of congestion on the HOV lanes. Fees can vary in 25-cent increments as often as every six minutes to help maintain free-flow traffic conditions on the HOV lanes. Motorists are informed of the toll rate changes through variable message signs located in advance of the entry points. The normal toll varies between $0.50 and $4.00. During very congested periods, the toll can be as high as $8.00. Pricing is based on maintaining a LOS "C" for the HOT facility.

On average, approximately 75 percent of the weekday traffic using the priced HOV lanes goes for free (vehicles with two or more occupants qualify as carpools). The remaining drive-alone commuters are FasTrak^® customers who pay the toll. FasTrak revenue from tolls on I-15 ranges between $1.2 to $2.2 million per fiscal year (July 1^st to June 30^th) and net income from the program is used to subsidize Commuter Express Bus service in the corridor. Other expenditures include HOV enforcement, provided by the California Highway Patrol (CHP); and maintenance and operation of the electronic toll collection (ETC) system and Customer Service Center. The current I-15 FasTrak^® operation is managed under contract by a private sector partner, TransCore, L.P.

SANDAG conducts periodic outreach to measure public response to the value pricing concept. These efforts have revealed broad support for managed/HOT lanes through the years. Equity was not perceived to be a major obstacle to implementing pricing on HOT lanes in the San Diego region.

Evaluation Completed 2002: The original study was funded under the Congestion Pricing Pilot Program. Archives of the project reports can be found at: http://www.sandag.org/index.asp?projectid=34&fuseaction=projects.detail.

For More Information Contact: Derek Toups, San Diego Association of Governments; Phone (619) 699-1907; E-mail: dto@sandag.org.

CALIFORNIA: I-680 SMART Carpool Lanes in Alameda County

The Alameda County Congestion Management Agency (CMA) in collaboration with Santa Clara Valley Transportation Authority, Caltrans, and the Metropolitan Transportation Commission previously examined options for the I-680 corridor and the feasibility study is complete. It concluded that the proposal to utilize the planned high-occupancy vehicle (HOV) lanes on Interstate 680 as high-occupancy toll (HOT) lanes is financially, operationally, and physically feasible. Environmental advocacy groups, business and labor organizations, and the metropolitan planning organization, Metropolitan Transportation Commission supports the project. Initial work on pr AB 2032, the authorizing legislation required to implement this project, becomes effective January 1, 2005. A consultant was retained to begin systems engineering for the project. Preliminary engineering began using local funds. The VPPP grant will provide $714,000 in federal value pricing funds for preliminary engineering and environmental clearance to convert the southbound HOV lane that opened in 2002 to a combined HOT facility on a 14-mile segment of I-680 in Alameda County, CA. The I-680 corridor connects employees in Southern Alameda County and the Silicon Valley with homes in the Tri-Valley, East Contra Costa County and the San Joaquin Valley. The project will use innovative design, technology and enforcement elements.

Pre-Implementation Funds Awarded: 2002

Phase II Anticipated Completion Date: 2007

January - March 2008 Update: The improvements for the HOT project have been combined with the widening of the existing HOV lane and rehabilitation of the roadway. Plans, specifications and estimates (PS&E) for the combined project was split into three bid packages. The first contract which includes widening for enforcement areas and buffer striping for the HOT Lane in a portion of the corridor was approved by the California Transportation Commission on April 10, 2008. The remaining bid packages are scheduled for approval in May. An RFP for the System Integrator will be issued in late April or early May. Construction of the roadway and ETS sign structures and detection system is scheduled to begin in late 2008. The System Integrator will be retained to provide early input to the roadway contractors.

For More Information Contact: Jean Hart, Deputy Director, Alameda County Congestion Management Agency; Phone (510) 836-2560; Fax (510) 836-2185; E-mail: jhart@accma.ca.gov.

CALIFORNIA: HOT Lanes on I- 880 in Alameda County

Interstate 880 is a major congested freeway in Alameda County. It has one high-occupancy vehicle (HOV) lane plus three contiguous mixed flow lanes in each direction for approximately 17 miles, from just south of Oakland to Fremont. This corridor has the highest volume of truck traffic in the region. It connects the Port of Oakland and Oakland International Airport with high technology companies in Santa Clara and southern Alameda counties and with goods distribution centers to the east. A study was done to determine whether excess capacity does exist, whether there is a market among potential users, and how to address the physical and operational issues associated with such a plan. Study results indicated that, while excess capacity exists, it is not sufficiently high to make local officials comfortable that additional priced vehicles could be accommodated. Also, the demand by light duty commercial vehicles was perceived as modest, and the California Highway Patrol expressed strong reservations about its ability to conduct effective enforcement. Visit the project web site: http://www.680smartlane.org/.

Study completed.

For More Information Contact: Jean Hart, Deputy Director, Alameda County Congestion Management Agency; Phone (510) 836-2560; Fax (510) 836-2185; E-mail: jhart@accma.ca.gov.

COLORADO: HOT Lanes on I-25/US 36 in Denver

The I-25 Bus/HOV lanes, also known as Downtown Express lanes, consists of a two-lane barrier-separated reversible facility in the median of I-25 between downtown Denver and 70^th Avenue, a distance of 6.6 miles. In 2002 & 2003, Colorado Department of Transportation (CDOT) received $2,800,000 toward its request for $4 million in Federal funds for implementation of the project.

Implementation Funds Awarded: 2002

Opened: June 2, 2006

Project Status:The number of vehicles paying a toll to travel in the I-25 Express Lanes during the first quarter of 2008 was 103,257 in January, 103,646 in February, and 98,689 in March. Toll revenues of $215,232 in January, $190,945 in February, and $202,335 in March were collected, exceeding each month's projection of $161,600.

During the weekdays of January 2008, an average of 2,063 toll-paying vehicles used the lanes in the morning peak period and an average of 1,787 toll-paying vehicles used the lanes in the afternoon peak period.

During the weekdays of February 2008, an average of 1,987 toll-paying vehicles used the lanes in the morning peak period and an average of 2,043 toll-paying vehicles used the lanes in the afternoon peak period.

During the weekdays of March 2008, an average of 2,122 toll-paying vehicles used the lanes in the morning peak period and an average of 1,780 toll-paying vehicles used the lanes in the afternoon peak period.

The I-25 HOV/tolled Express Lanes opened in June 2006, marking the first time solo drivers could legally access the existing HOV lanes (along I-25 from US 36 into downtown) by paying a toll. Carpools, buses and motorcycles continue to use the lanes toll-free as long as they are in the lane marked "HOV" when they pass through the toll collection point near 58th Avenue. That is the only time there is a designated lane for HOVs and for toll paying vehicles. Toll rates for the I-25 Express Lanes vary by time of day to ensure the lanes remain free-flowing. Toll collection is electronic only, with an EXpressToll® transponder. No cash is accepted. Visit www.expresstoll.com. The underutilized HOV lanes are now being maximized giving motorists another option to escape traffic congestion. The purpose of the I-25 Express Lanes is not to generate revenue but rather to cover expenses such as maintenance and snow removal that was previously paid for by taxpayers.

For More Information Contact: Peggy Catlin, Colorado Department of Transportation, 4201 East Arkansas Avenue, Suite 260, Denver, Colorado 80222; Phone (303) 757-9208; E-mail: peggy.catlin@dot.state.co.us.

FLORIDA: HOT Lanes on I-95 in Miami-Dade County

This project has been undertaken in phases. In the first phase, the Florida Department of Transportation (FDOT) conducted a preliminary feasibility study. The second phase FDOT conducted an investment-grade traffic and revenue study, market research, outreach efforts, and development of monitoring and evaluation plans. The study evaluated adding a new lane in the median of I-95. A moveable zipper barrier would permit multiple lane configurations of between two and three HOT lanes in the peak direction. The additional lanes would use the two existing HOV lanes. The HOT lanes would allow multiple ingress and egress points.

Based upon the second phase, FDOT together with local transit partners proposed a plan to significantly reduce congestion in Miami-Dade and Broward Counties and to provide new and enhanced mobility options for motorists and transit users in the region, FDOT is planning a Pilot Project to provide Managed Lanes on I-95, from I-395 in Miami-Dade County, to I-595 in Broward County. This involves the conversion of the existing High Occupancy Vehicle Lanes (HOV) to limited access managed lanes called the '95 Express'. The 95 Express lanes will provide South Florida motorists and transit users with a viable option for consistent and dependable travel conditions, particularly during peak travel times.

It is anticipated that this pilot will introduce Managed Lanes to commuters on the I-95 corridor while also generating net revenues to help finance the project. Overall, the project would provide potential time savings of up to 25 minutes from I-595 to I-395 (21 miles) during peak travel periods. Modifications to the shoulders on I-95 allow for the provision of two managed lanes in each direction both north and south of the Golden Glades Interchange that will be separated from the general travel lanes via tubular delineators, or plastic tubes. An estimated time savings of 50% is anticipated for express bus service that currently operates in this section of the corridor.

The 95 Express lanes will have variable congestion pricing, or tolls, that fluctuate with increased congestion so that an operating speed of 50 MPH can be maintained. Transit (buses) and registered high occupancy vehicles with three or more people (HOV-3) could use the 95 Express lanes at no cost. Additionally, all other vehicles will be allowed to enter the 95 Express lanes by paying a toll with the use of SunPass. In addition to toll revenue supporting the cost of the project, FDOT is proposing to allocate a portion of the tolls to support the operation of Bus Rapid Transit on the corridor.

Implementation Funds Awarded: 2004

Project Study Completed: 2007

Project Complete : The 95 Express received $62.9 million in funding from the USDOT as part of the Urban Partnership Agreement to fight grid lock. To see a description of the project go to http://www.95express.com.

For More Information Contact: Kenneth Jeffries, Office of Planning FDOT, District 6; Phone (305) 470-6736; Fax (305) 470-6737; E-mail: ken.jeffries@dot.state.fl.us.

MINNESOTA: HOT Lanes on I-394 in Minneapolis

Minnesota implemented I-394 MnPASS which converts the existing high occupancy vehicle (HOV) lane into the state's first high occupancy toll (HOT) lane. The lanes, which are dynamically priced, remain free to HOVs and motorcyclists during peak hours, and are free to all users in off-peak periods. The first phase of the project opened in May 2005.

The I-394 MnPass project has been the culmination of years of research and planning aimed toward the implementation of a value pricing demonstration project in Minnesota. Guiding this process was the I-394 Community Task Force, made up of local elected officials, citizens and community leaders. A comprehensive evaluation plan has been developed and is being implemented to thoroughly understand conditions and public attitudes before and during project operations. Preliminary performance data for I-394 MnPASS for the two years of operation indicates the following:

Toll trips per week (avg.): 17,479

Revenue per week (avg.): $20,333

Toll per trip (avg.): $1.17

Pre-Implementation Funds Awarded: 2004

Project Implemented: 2005

Additional Pre-Implementation Funds Awarded: June 2005

Anticipated Study Completion Date: 2007

January – March 2008 Update: : Phase II planning for I-394 MnPASS is underway. Planning includes facility design concepts, land use and urban design analysis, transit advantages, telecommuting, and outreach and education. The Team conducted preliminary analysis of park-and-ride facility utilization and an assessment of future service needs. SRF Consulting was hired to conduct preliminary design and engineering for lane and interchange improvements in the corridor. Ultimate design options have been completed and cost estimates developed. The Center for Changing Landscapes at the University of Minnesota is conducting community land use and urban design analysis, working closely with the communities in the corridor to develop a vision for transit compatible land use. URS completed an evaluation of transit service characteristics in the corridor and conceptual development of on-line station options. An alternative frontage road concept has been developed which will enhance off-peak service in the corridor. The corridor advisory committee and several technical committees are being managed by the Humphrey Institute and are meeting regularly to help guide the design, land use and transit advantages work. The Humphrey Institute is also developing a telecommuting plan for the corridor. A draft final report on the project will be presented to the corridor advisory committee in May, 2008.

For More Information Contact: Kenneth R. Buckeye, Program Manager Value Pricing; Phone (651) 366-3737; E-mail: kenneth.buckeye@dot.state.mn.us.

TEXAS: HOT Lanes on I-10 and US 290 in Houston

In January 1998, Houston's "QuickRide" pricing program was implemented on existing HOV lanes of I-10, also known as the Katy Freeway. It was implemented on US 290 in November 2000. The HOV lanes are reversible and restricted to vehicles with three or more persons during the peak hours of the peak periods. The pricing program allows a limited number of two-person carpools to buy into the lanes during the peak hours. Participating two-person carpool vehicles pay a $2.00 per trip toll while vehicles with higher occupancies continue to travel free. Single-occupant vehicles are not allowed to use the HOV lanes. The QuickRide project is completely automated and no cash transactions are handled on the facility. Results from surveys conducted on I-10 indicate that the primary source of QuickRide participants is persons who formerly traveled in single-occupant vehicles on the regular lanes. Toll revenues from several hundred vehicles each day pay for all program operational costs.

Evaluation Funds Awarded: September 2000

Project Status:The final report has been completed. Reports and findings may be found at http://houstonvaluepricing.tamu.edu/reports.

For More Information Contact: David Fink, Transportation Operations Engineer, Texas Department of Transportation; Phone (713) 881-3063; E-mail: dfink1@houstontranstar.org.

WASHINGTON: HOT Lanes on SR 167 in the Puget Sound Region

The Puget Sound Regional Council of Washington State estimates that by 2030, 45% of the core freeway system in the Seattle metropolitan area will be congested. The State Route (SR) 167 High-Occupancy Toll (HOT) Lanes Pilot Project will convert the existing HOV lanes on SR 167 within King County/Seattle, Washington to HOT lanes, from Southwest 15^th Street in Auburn to I-405 in Renton without expansion of the existing freeway. This four year pilot project will evaluate the ability of the HOT lane concept to manage congestion and generate revenue. During the four-year pilot, the facility's performance, socio-economic impacts, and public interest/acceptance of the facility will be assessed on an annual basis.

Visit the project web site: http://www.wsdot.wa.gov/Projects/SR167/HOTLanes/.

Pre-Implementation Funds Awarded: 2004

Implementation Funds Awarded: 2005

Anticipated Opening Date: 2008

Anticipated Pilot Completion Date: 2012

January – March 2008 Update:The State Transportation Commission established the minimum toll rate at $0.50 and maximum toll rate at $9.00. The Washington State Legislature approved the rates and the Governor signed the bill. The tolling infrastructure has been installed, including the associated signing. Commissioning test of the toll software and hardware will occur during April and barring any issues with testing or weather complications, the HOT lane will open on May 3rd.

For More Information Contact: Patty Rubstello, Project Manager, Washington State DOT; Phone (425) 450-2720; E-mail: rubstep@wsdot.wa.gov.

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CORDON TOLLS

Cordon tolls are fees paid by motorists to drive in a particular area, usually a city center. Some cordon tolls only apply during peak periods, such as weekdays. This can be done by simply requiring vehicles driven within the area to display a pass, or by tolling at each entrance to the area.

CALIFORNIA: Area Road Charging and Parking Pricing in San Francisco

The goal of this proposal will be to implement the first area-wide parking pricing pilot and lead to the first national implementation of an area road pricing pilot. The San Francisco County Transportation Authority and the San Francisco City/County Board of Commissioners have identical membership. In the AM peak, twelve major arterials and five major freeways serving the city experience level of service (LOS) F and in the PM peak the number of facilities at LOS F rises to twenty and seven respectively. Double parking and people circling to locate parking exacerbate the problem. In order to address the problem, the City proposes a two-pronged approach: 1) implement priced parking at the metered spaces (this is already implemented at city-owned garage facilities); and 2) develop a plan to implement area road pricing within 2 years.

The study will educate citizens about congestion pricing in anticipation of the area road pricing pilot. Additionally work will be necessary to identify any socio-economic impacts and make plans to mitigate them; and to involve the public in order to identify the area/facilities to be priced and technology necessary to implement the area road pricing pilot. The study will also develop necessary before/after studies; model scenarios for use in decision-making; examine financial and economic benefits; and perform other related activities.

Pre-Implementation Funds Awarded: January 2006

Anticipated Completion: 2008

January – March 2008 Update: Analysis of congestion pricing in San Francisco continues with completion of Phase 2 of the travel demand model. The Study team has conducted intercept surveys focused on travel modes and spending patterns for shopping and recreational trips in the study area, in order to better understand and address business concerns regarding loss of revenue from auto trip-making. The data show that while transit riders spend less per trip than drivers, their spending amounts are on par since transit riders make more frequent shopping, entertainment and recreational trips to the study area.

The Study team also met with business and social equity groups in addition to direct outreach to community groups and other key stakeholders. Upcoming outreach activities include a series of business workshops to discuss the start of the economic analysis and results of the results of the intercept survey. Technical analysis of the initial congestion pricing packages and scenarios will be presented during the second round of public meetings being planned for June. The third and final phase of the RPM-9 model is expected by June, and will inform evaluation of the refined alternative(s) emerging from the current scenario analysis and second round of outreach. This will incorporate more robust peak spreading models and market research for the study. Analysis and evaluation of congestion pricing continues to coordinate with many local and regional efforts, including the San Francisco Bay Area's Urban Partnership program. Recommendations and next steps on the broader feasibility of pricing for mobility are expected in early fall 2008.

For More Information Contact: Zabe Bent, Senior Transportation Planner, San Francisco County Transportation Authority; E-mail: elizabeth.bent@sfcta.org or visit the study web site at www.sfmobility.org.

FLORIDA: Cordon Pricing in Lee County

The Town of Fort Myers Beach in Lee County, Florida, is an island community with a heavy influx of visitors during the tourist seasons. Access to the Town is provided by road at two points of entry. Travel within the Town can be challenging, particularly during the winter tourist season. Due to the relatively small land area and environmental issues, options for additional roadways on the island are not practical. Further, due to limited right-of-way on the only non-local road on the island, and the high financial and social costs of obtaining additional right-of-way, significant widening is not considered practical. The Town was awarded a grant to study the feasibility of introducing a new variable toll at both approaches to the Town.

Feasibility Funds Awarded: 2001

Pre-Implementation Funds Awarded: 2002

Project Cancelled: 2003

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FAIR LANES

"FAIR" lanes stands for "Fast and Intertwined Regular" lanes. Multiple freeway lanes are separated, typically using plastic pylons and striping, into two sections: "fast" lanes and "regular" lanes. The fast lanes would be electronically tolled express lanes, where tolls could change dynamically to manage demand. In the remaining unpriced lanes, drivers whose vehicles were equipped with transponders would be compensated with credits that would be based on the tolls in effect at the time they traveled, and would be established at a percentage of the toll rate.

CALIFORNIA: FAIR Lanes with Dynamic Ridesharing in Alameda County

This FAIR lanes study focused on the congested Interstates 580 and 680 in Alameda County and will built upon the existing Interstate 680 value pricing study. The "Sunol Grade" portion of Interstate 680 is, by voter-approved ordinance, required to operate new value-priced carpool lanes. New carpool lanes were also planned for I-580. The FAIR lanes feasibility study examined options in this integrated corridor, including FAIR lane connector ramps at the I-580/I-680 interchange near the Dublin-Pleasanton Bay Area Rapid Transit (BART) station. Complementary measures to increase public acceptability were to be implemented in the study corridor. They included "dynamic ridesharing" and priority parking for ridesharing users at participating BART stations. Dynamic ridesharing enables travelers to respond to pricing in flexible ways that traditional ridesharing and transit options do not. It uses web-based and telephone-based systems to allow users to find carpool partners on a "real-time" basis, close to the time that travel is needed. It was anticipated that this new type of ridesharing would be more readily acceptable in the Bay Area than elsewhere, because casual carpooling with strangers is already prevalent there, and this project would add some new security features. In addition to cost and time savings (due to free use of express lanes), dynamic ridesharing would be further facilitated with reserved premium parking spaces at participating BART stations, on-demand backup services, and in-station electronic information screens providing necessary details about individual ride matches.

Study Completed: The study focused on limited eligibility FAIR lanes, which would provide credits for low-income travelers in the corridor. The study was completed in August 2005. The name of the study was changed to HOT/Credit (HOT/C) Lanes to better reflect the focus of the effort to provide credit for low income travelers in the general purpose congested lane to be used for the HOT/C lane. Overall, the study concluded the following: that HOT/C users reduce the speeds on the HOT lane; HOT revenues would be reduced and the credit rate would have an effect on the HOT lane; more generous credit and easy eligibility would lead to the most adverse impact, but avoiding the negative impacts would mean that the credit rates would need to be negligible. HOT/C would be relatively inexpensive to implement if a HOT lane was already operational. Polling indicated that HOT/C was not well supported by the public. The Congestion Management Agency (CMA) Board accepted the final report.

Dynamic Ridesharing: The study focused on using web-based and telephone-based systems to allow users to find carpool partners on a "real-time" basis and close to the time that travel was needed. The study was completed in July 2006. The evaluation showed that 121 participants registered for RideNow and made 1,170 ride match requests that resulted in 140 ride matches. It was recommended that the RideNow program be simplified, that dynamic ridesharing programs could be more successful and cost effective if incorporated into regional ridesharing programs, and that person-to-person marketing strategies worked the best for this type of program. The final Evaluation Report is available on the CMA's web site www.accma.ca.gov.

For More Information Contact: Elizabeth Walukas, Senior Transportation Planner, Alameda County CMA; Phone (510) 836-2560 extension 26; Fax (510) 836-2185; E-mail: bwalukas@accma.ca.gov.

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PRICING ON EXISTING LANES

MINNESOTA: Priced Dynamic Shoulder Lanes
The Twin Cities Metropolitan Area, encompassing Minneapolis and St. Paul, will be converting narrow bus-only shoulder lanes along the northbound portion of Interstate 35W between 46th Street and downtown Minneapolis to wider priced dynamic shoulder lanes (PDSLs), and will be moving these lanes from the right-most to the left-most portion of the roadway to minimize conflict with entering vehicles. Buses and high-occupancy vehicles will operate at no charge in the PDSLs with access allowed during peak times to single-occupant vehicles whose drivers are willing to pay the toll, with prices set to ensure free-flow travel. PDSLs will enable bus speeds to increase to 50 mph from the current bus-only shoulder lane speeds of 35 mph or less. In the longer term, the goal is to convert as many miles as possible of Minnesota's existing 260-mile bus-only shoulder lane network to PDSLs.

The plan is for the PDSLs to link up with new, dynamically-priced high-occupancy toll (HOT) lanes on Interstate I-35W, created by converting the existing high-occupancy vehicle (HOV) lanes which extend from approximately I-494 to the Burnsville Parkway, and also to extend these HOT lanes through the Crosstown Commons between I-494 and 46th Street. The end result will then be a new 15-mile, dynamically-priced managed-lane corridor, speeding bus and HOV trips and also providing motorists a new option to experience a fast and reliable trip.

Implementation Funds Awarded: 2007

Anticipated Completion Date: September 2009

January – March 2008 Update:So far, the $1.6 million in VPPP funding was obligated. The remaining $3.4M in VPPP funds were allocated to the FHWA Division Office. The MN House of Representatives tolling authority legislation bill (H.F. 3725) reported out of the Committee on Finance and was adopted as amended, and referred to the Committee on Ways and Means on April 21. Among the amendments is a prohibition from operating the dynamic shoulder lane on I-35W between TH 62 and I-94 (i.e., between Crosstown Commons and downtown Minneapolis) as a general purpose lane.

For More Information Contact: Nick Thompson, UPA Project Manager, MnDOT, phone (651) 234-7728, email Nick.Thompson@dot.state.mn.us

PRICING ON EXISTING LANES

WASHINGTON: Variable Priced Tolls on SR 520 in Seattle
SR-520, a major access freeway into downtown Seattle from the East and from Seattle to eastside employment locations, experiences serious congestion between I-5 and I-405, carrying twice as much traffic as it was designed to carry, and its floating bridge over Lake Washington is vulnerable to earthquakes and windstorms and is structurally in need of replacement. While no tolls are currently charged on SR-520, there is widespread agreement among political leaders that bridge replacement is necessary and that toll revenues are required to pay for it. To address current congestion, and also the 40 percent of throughput capacity that the region claims is sometimes lost on SR-520 due to it, King County, Washington, the Puget Sound Regional Council, and the Washington State Department of Transportation plan to introduce new tolls on SR-520, setting toll rates on the facility based upon demand so as to avoid the build up of congestion and the loss of roadway capacity when it is most needed. Toll rates will be communicated in real-time, and revenues from tolling will be used to help finance the bridge replacement. The project is to deploy "open road" electronic toll collection equipment, allowing tolls to be collected at freeway speeds. Tolls will be collected using in-vehicle transponders, with supplemental automatic cameras to read license plates for vehicles not equipped with transponders.

Implementation Funds Awarded: 2007

Anticipated Completion Date: September 2009

January – March 2008 Update: In the first quarter of 2008 the Washington State Legislature passed two bills giving WSDOT authority to establish a regional tolling policy and framework including tolling of SR 520 across Lake Washington. This included establishment of a process by which variable tolling of highways and bridges can be pursued. The legislature also established a tolling implementation committee for SR 520. This committee consists of the State Secretary of Transportation, a member of the State Transportation Commission, and the Executive Director of the Puget Sound Regional Council (PSRC, the regional MPO). The committee will make recommendations regarding tolling by the end of 2008.

For More Information Contact:Patty Rubstello, Urban Planning Office, Washington State DOT, (206) 464-1299, rubstep@wsdot.wa.gov

PRICED NEW LANES

Priced new express lanes involve tolls on added lanes that vary by time-of-day and are collected at highway speeds using electronic toll collection technology. Tolls may be set "dynamically," i.e., they may be increased or decreased every few minutes to manage demand so as to ensure that the lanes are fully utilized, yet remain uncongested.

CALIFORNIA: Express Lanes on State Route 91 in Orange County

The 91 Express Lanes opened in December 1995 as a four-lane toll facility in the median of a 10-mile section of one of the most heavily congested highways in the U.S, the Riverside / State 91 freeway. Toll revenues have been adequate to pay for construction and operating costs. The toll lanes are separated from the general purpose lanes by a painted buffer and plastic channelizers. In the toll schedule effective July 2007, tolls on the express lanes vary between $1.20 and $9.50, with the tolls set by time of day to reflect the level of congestion delay avoided in the adjacent free lanes, and to maintain free-flowing traffic conditions on the toll lanes. All vehicles must have a "FasTrak^TM" transponder to travel on the express lanes. Beginning in May 2003, vehicles with three or more occupants travel free except when traveling Eastbound, Monday through Friday between the hours of 4:00 p.m. and 6:00 p.m., when they pay 50 percent of the regular toll. This policy also applies to individuals on a motorcycle. Other toll discount offers are extended to zero-emission vehicles and vehicles with disabled person's license plates.

There were over 176,000 transponders in circulation at the end of fiscal year '07. During the fiscal year ending June 30, 2007, the facility served over 14.6 million vehicles, averaging almost 40,000 vehicles per day, with approximately $40.6 million in gross potential revenue. The Express Lanes carry over 40 percent of the total SR-91 traffic during heavily congested periods, even though they comprise only one-third of the total freeway capacity. This amounts to a 33 percent higher throughout per Express Lane, relative to the general-purpose lanes. The higher throughput occurs because freeway vehicle throughput under free flow conditions is significantly higher than when it is congested.

Study Completed: The project was completed in 2000. Study Results can be accessed at http://ceenve.calpoly.edu/sullivan/sr91/sr91.htm.

For More Information Contact: Kirk Avila, Toll Road & Motorist Services; Phone (714) 560-5988; E-mail: kavila@octa.net.

CALIFORNIA: I-15 Managed Lanes in San Diego

The I-15 HOT lanes (described in the previous section on "Converting HOV Lanes to HOT Lanes") are being extended to create a 20-mile "Managed Lanes" facility in the median of Interstate 15 (I-15) between State Route 163 and State Route 78. When completed, there will be a four-lane facility in the median with a moveable barrier, multiple access points from the regular highway lanes, and direct access ramps for buses from five transit centers. A high frequency bus rapid transit (BRT) system is under development and will replace the existing express buses that serve the corridor. Caltrans is constructing the managed lanes using the design-sequencing method of contracting. Ground was broken on the first of three stages in November 2003 and will open to traffic in 2008. The first stage adds eight miles directly abutting the existing 8-mile reversible HOT lanes and latter stages will be added in 2011 and 2012.

Pre-Implementation Study: Seven pricing alternatives were considered by SANDAG. A preferred pricing alternative was selected in 2003 which calls for dynamic tolling through a skewed, per-mile rate. The distance-based fares will fluctuate based on the value of travel time saved between the managed lanes and adjacent general purpose lanes, and from the level of congestion in the managed lanes. The toll system will read vehicles upon entry and exit to calculate the toll rate. The I-15 Managed Lanes Value Pricing Planning Study was completed in 2002 and project deliverables are available at: http://www.sandag.org/index.asp?projectid=34&fuseaction=projects.detail.

January – March 2008 Update:SANDAG’s Integrator for the I-15 Managed Lanes Toll Collection System, TransCore, continued work on the final system design and software development this period. When complete, the new state-of-the-art system will collect tolls from over 30 locations covering 82 "tolled lanes".; Single-occupant vehicles equipped with FasTrak will pay a dynamically-priced fare based on the distance traveled and the level of traffic at the time of travel. More details on the project are available at www.keepsandiegomoving.com and www.sandag.org/index.asp?rfpid=127&fuseaction=rfps.detail. Installation on the first stage should begin by early summer. A Draft Traffic Incident Management Field Manual was also released this period and a final manual incorporating comments from Caltrans, SANDAG, and partner responder agencies will be published next quarter.

For More Information Contact: Derek Toups, San Diego Association of Governments; Phone (619) 699-1907; E-mail: dto@sandag.org.

CALIFORNIA: Dynamic Pricing on SR 91 in Orange County

The California DOT previously received funding in the amount of $314,762 to evaluate the performance of the facility following implementation. This is a distinct project to implement dynamic pricing on the facility. This project will implement dynamic pricing on the SR-91 facility, making it the third dynamically priced facility operating in the United States. Deployment of dynamic pricing optimizes facility capacity through the use of pricing. The primary elements of this project will include: an operational simulation to develop the dynamic pricing algorithm including preparation and testing; data collection; micro simulation; post testing and adjustments; installation of the network; software development; operational testing including offline testing, off-hour testing, and operational testing; monitoring and evaluation; and transition to operational status. This project will potentially lead to the implementation of dynamic pricing on SR-91; increase the knowledge base in the area of dynamic pricing applications; and provide transferability to other projects nationally.

Implementation Study Awarded: January 2006

January – March 2008 Update: The study has been delayed for approximately nine months. Orange County Transportation Authority (OCTA) staff provided FHWA with a revised time line. FHWA Division staff is attempting to work with OCTA to make sure that the scope of work continues to reflect the original project funded.

For More Information Contact: Kirk Avila, Toll Road & Motorist Services; Phone (714) 560-5988; E-mail: kavila@octa.net.

CALIFORNIA: Violation Enforcement System on I-15 Managed Lanes in San Diego

SANDAG is studying the feasibility of applying state-of-the-art violation enforcement systems (VES) to improve accuracy in verifying vehicle passenger counts and enforcing HOV and toll provisions of the future I-15 Managed Lanes (described above "Extension of I-15 HOT Lanes in San Diego"). Some aspects of the VES study are being developed concurrently with, and will be integrated into, the FasTrak^® electronic toll collection system for the I-15 Managed Lanes. Other more advanced approaches would require proof-of-concept testing which may be conducted on the existing barrier-separated reversible HOT lanes subsequent to the deployment of the I-15 Managed Lanes toll system in 2008. The VES will utilize a combination of technology and business rules for the effective processing of HOT-lane violators.

Pre-Implementation Funds Awarded: 2005

Anticipated Completion Date: 2008

Implementation Funds Awarded: 2006

Anticipated Completion Date: 2009

January – March 2008 Update SANDAG’s outreach consultant released a draft of the final outreach report this period, and received comments from several reviewer agencies. The final version of the report will be published to the SANDAG web site in May . The outreach final report consolidates the results of three phases of outreach—including focus groups, stakeholder interviews, and telephone and intercept surveys—for the I-15 violation enforcement study, in a single volume. A funding proposal prepared by researchers at the University of California, Berkeley, was awarded $250,000 by Caltrans, in its Division of Research and Innovation, to help monitor and evaluate SANDAG's planned vehicle occupancy verification testing project that will occur on the I-15 managed lanes in 2008-2009. This "soft match" brings added technical capabilities to the project team carrying out the SANDAG violation enforcement study. The draft concept of operations that was developed last fall for the vehicle occupancy verification project is being updated with comments received from several reviewer agencies and will be released next quarter. SANDAG also initiated work on the Request for Information (RFI) this period and is targeting a late summer 2008 solicitation date.

For More Information Contact: Derek Toups, San Diego Association of Governments; Phone: (619) 699-1907; E-mail: dto@sandag.org.

CALIFORNIA: HOT Lanes on State Route 1 in Santa Cruz County

A five-mile section of State Route 1 is proposed for widening. The facility is currently a four-lane divided freeway. The segment operates under severe congestion during weekday peak hours and extended periods on summer weekends. Within the study corridor limits there are seven interchanges. Five HOT lane alternatives were studied in detail, including: (1) one lane in each direction with barrier separation, no intermediate access; (2) one lane in each direction, with buffer separation, no intermediate access; (3) one lane in each direction with striped separation, 1 or 2 intermediate access points; (4) one lane in each direction with striped separation, continuous access; and (5) one reversible lane with barrier separation, no intermediate access. The results of the study indicated that HOT lanes in the study corridor would be subject to a number of design and operation constraints, due to the short study corridor, multiple interchanges on the adjacent main lanes, and anticipated high levels of HOV traffic. In June 2002, the Regional Transportation Commission voted not to include a HOT lane alternative in further consideration, however it did select a carpool lane alternative with a footprint that would allow conversion to a HOT lane at a future date, should demand warrant it.

Study Completed: The Final Report is available on the Santa Cruz County Regional Transportation Commission's web site (http://www.sccrtc.org/highway.html). There are no additional activities expected on this project.

For More Information Contact: Karena Pushnik, Santa Cruz County Regional Transportation Commission; Phone: (831) 460-3210; E-mail: karena.pushnik@co.santa-cruz.ca.us.

COLORADO: Express Toll Lanes on C-470 in Denver

A feasibility study was recently completed which evaluated the design, operational and financial feasibility, and expected public acceptance of Express Lanes on the 26-mile C-470 beltway in the southwest part of the Denver metro area. The feasibility study was conducted in parallel with an Environmental Assessment (EA) investigating possible solutions to congestion and reliability problems on the roadway. C-470 is a four-lane beltway between I-70 and I-25 with 18 interchanges. Commuters are typically destined to the Denver Technological Center and adjacent offices, a regional employment hub with over 100,000 employees. The segments that do not currently experience severe congestion are all projected to experience such conditions by 2020. Future projected traffic volumes indicate that a phased implementation of added managed lanes may be viable. The concept studied is a four lane barrier-separated facility in the median of four general purpose lanes would manage volumes in the Express Lanes by charging a variable toll to ensure reliable, free-flowing traffic conditions.

Feasibility Funds Awarded: September 2001

Study Completed: The C-470 Express Lanes Feasibility Study Final Report is available. Go to www.c470.info for updated information.

Project Status: The environmental assessment is on hold due to local government opposition.

For More Information Contact: Ron Buck, Colorado Department of Transportation; Phone: (303) 972-9112; E-mail: ron.buck@dot.state.co.us.

FLORIDA: Priced Queue Jumps in Lee County

This project follows on a $309,280 grant provided in FY 2000 for a feasibility study of Queue Jumps in Lee County, Florida. The feasibility analysis indicated that while queue jumps did not appear to be a good candidate for traditional toll bond financing, they are nonetheless financially feasible. The analysis has shown favorable public acceptance. Lee County Department of Transportation (DOT) and Florida Department of Transportation (FDOT) are experienced partners in efforts to introduce pricing. The final report and a Monitoring and Evaluation Plan are complete and available.

FY03 funds are for two separate Queue Jump projects: one at Summerlin Road and San Carlos Boulevard and one at Metro Parkway and Colonial Boulevard. Funds would pay for critical project development and design costs, as well as Electronic Toll Collection (ETC) and Visual Enforcement Systems. Costs for monitoring and evaluation efforts and outreach tasks are also included.

A Queue Jump is a facility that can be used to bypass points on the transportation network where congestion is particularly severe and occurs in a predictable pattern. Tolls would vary by time of day and would be levied electronically, and would be tied in with the County's existing ETC system. A significant characteristic of queue jumps is their ability to generate revenue for needed roadway improvements while simultaneously contributing to travel demand management.

Goals of this effort include traffic demand management using variable pricing; evaluation of various types of pricing programs; information on the impact of pricing at "point" locations; reduced emissions from reduced congestion; increased overall effectiveness of the County's existing variable pricing program; and fast-tracking of infrastructure improvements.

Implementation Funds Awarded: 2004

Anticipated Completion Date: 2007

January - March 2008 Update: The design of the queue jump project has been closely coordinated with an ongoing Project Development and Environment (PD&E) study on this segment of Colonial Blvd. Public comment received at a recent public workshop for the PD&E study dictated some design changes to ensure the projects are compatible. These changes are being incorporated into the plans; the most significant change being that the bridge will be on structure rather than retaining wall and will be reflected in the 60% plan submittal. The 30% design plans were submitted and the team is addressing the comments from FDOT. Awaiting FDOT approval of the typical section and the pavement design.

A time extension has been requested and approved by FDOT for one year.

For More Information Contact: Sarah Clarke, Lee County Department of Transportation; Phone: (239) 533-8718; E-mail: sclarke@leegov.com.

FLORIDA: Priced Managed Lanes in Miami-Fort Lauderdale Region

The Miami-Ft. Lauderdale region is creating a 21-mile managed-lane facility on I-95, between I-395 and I-595, with a longer term goal of providing a network of managed lanes throughout the congested region. Free-flowing conditions on the managed-lane network will be ensured through the use of variable pricing based upon demand and the network itself will be used as the back-bone of a bus rapid transit (BRT) system which will be subsidized through the toll revenues. Toll rates will be adjusted as often as every three minutes in order to maintain free-flowing conditions on the managed lanes at least 90 percent of the time.

The 21-mile I-95 express facility will be created by converting a single HOV lane into two high-occupancy toll (HOT) lanes in each direction by narrowing the travel lanes from 12' to 11' and narrowing the shoulders. Construction will include some bridge and interchange improvements to maintain continuity of the dual managed lane facility. This is all anticipated to be completed by June 2009. The first phase of the project, the southern half of northbound lanes, is anticipated to be opened by May 2008. The longer-term plan is to convert the flat-rate tolls on the limited-access expressways in South Florida to variable rates based on travel demand. Over half of such expressways are currently tolled. Extensive outreach is being conducted, including through project web sites, public meetings, media campaigns, and the production of videos, which are made available both on the web and at public meetings. This is the second project in the nation (after the Houston QuickRide project) to increase the occupancy requirement on high-occupancy vehicle (HOV) lanes, in this case from HOV 2+ to HOV 3+.

Toll Authority Granted: March 2008

January – March 2008 Update: A contract was provided by Florida DOT to MCM Corp. on January 8, and a notice to proceed was issued. The contractor is to complete the first phase of the project in time for a July 30, 2008 opening. Florida DOT and the FHWA Florida Division Office both signed the execution copies of the cooperative and toll agreements, which are required to toll the managed lanes.

GEORGIA: Express Toll Lanes on I-75 in Atlanta

This study examined the I-75 travel corridor in Atlanta to determine if value pricing in combination with Bus Rapid Transit (BRT) could reduce the existing high levels of congestion. The I-75 facility is ranked among Atlanta's six most congested corridors. The study team conducted public outreach and a traffic and revenue analysis for the corridor. The project evaluated the feasibility of implementing value pricing concepts and Bus Rapid Transit in the I-75 corridor.

Feasibility Funds Awarded: 2004

Project Completed: The final report is available on the State Road Toll Authority web site at www.georgiatolls.com. Managed lanes with pricing will definitely be implemented on I-75 through Atlanta. The project is currently projected to take place in 5-7 years because new lanes must be built to permit the priced lanes.

For More Information Contact: Patrick Vu, Senior Transportation Consultant, State Road and Tollway Authority; Phone: (404) 893-6130; E-mail: patrickvu@georgiatolls.com.

GEORGIA: I-75 South HOT/Truck-Only Toll (TOT) Study in Atlanta

In 2004, Georgia State Road and Tollway Authority (SRTA) was awarded $400,000 to study implementing HOV/bus rapid transit (BRT) in the I-75 corridor north of Atlanta. Building upon that study, this project will examine the feasibility of incorporating high occupancy toll (HOT) and truck-only tolls (TOT) in combination with other strategies on I-75 south of Atlanta from I-285 to SR-16 to manage travel and optimize use of the facility. The I-75 facility is ranked among Atlanta's six most congested facilities. The proposal includes elements to improve the travel demand model to address pricing of truck travel, and to conduct market research and other activities. This project has the potential to lead to implementation of value pricing concepts in the I-75 corridor.

Pre-Implementation Awarded: January 2006

January - March 2008 Update:The study team has submitted both draft versions of final documents to SRTA for comment: Stated Preference Survey Technical Memo and Final Study Report. Several other technical memos have been submitted for comment as well. The proposed VISSIM Micro-simulation model development and operations analysis has been eliminated because this level of analysis has been deemed pre-emptive for a preliminary conceptual analysis of the I-75 South corridor. A future year model simulation would be more appropriate at an engineering design level to assess impacts of implementation. The next step for this study is to provide feedback to the consultants regarding the various technical memos and draft reports for incorporation into the final study report. This study is scheduled to be complete within the current fiscal year.

The study web site was officially launched in July. Go to http://srta-valuepricing.net/i75_south/i75_south.htm for more details on the I-75 South managed lanes pricing study.

For More Information Contact: Patrick Vu, Senior Transportation Consultant, State Road and Tollway Authority; Phone: (404) 893-6130; E-mail: patrickvu@georgiatolls.com.

MARYLAND: Express Toll Lanes on Section 100 of the I-95/JFK Expressway in Baltimore

In 2005, FHWA and the Maryland Department of Transportation (MDOT) amended its Value Pricing Pilot program cooperative agreement to include further studies evaluating the possible implementation of variable tolls on selected state highways and toll facilities in the State of Maryland. The amendment allowed MDOT to study an integrated statewide network of facilities that have the potential to provide a comprehensive approach to making improvements to congested facilities that would allow MDOT to reduce travel delays and offer premium service.

In July 2005, a Value Pricing Pilot program Toll Agreement was executed between the Federal Highway Administration, the Maryland Department of Transportation, and the Maryland Transportation Authority (MdTA) to authorize the collection of tolls on the new Express Toll Lanes (ETLs) on the I-95/JFK Expressway in Baltimore. MdTA will construct ETLs on the most congested portion of I-95 north of Baltimore City. Known during planning studies as "Section 100", the project will ease congestion and increase safety by making improvements to the mainline roadway, reconstructing bridges and interchanges, and adding ETLs to a 10-mile stretch of I-95.

Project Status: This project did not receive Value Pricing Pilot (VPP) program funds; however the project received FHWA approval to toll the facility through the VPP program. Construction began on the first I-95 ETLs section, the Rossville Boulevard overpass, in November 2005. Mainline construction began in Fall 2006. It is anticipated that the project will be completed in late 2011.

For More Information Contact: Melissa Williams, Planning Manager, Maryland Transportation Authority-Capitol Planning Division; Phone: (410) 537-5651; E-mail: mwilliams9@mdta.state.md.us.

MARYLAND: Express Toll Lanes on Section 200 of the I-95/JFK Expressway in Baltimore

The I-95 Section 200 Project Planning Study began in the fall of 2005. Three alternatives are currently being considered; they include the No-Build, General Purposes Lanes and Express Toll Lanes (ETLs) alternatives. The ETLs Alternative would ease congestion and increase safety by making improvements to the mainline roadway, reconstructing bridges and interchanges, and adding ETLs to approximately a 10-mile stretch of I-95. The Section 200 ETLs would be immediately north of the Section 100 ETLs, providing a total of nearly 20 miles of ETLs.

Project Status: This project is currently in the project planning phase. Approval of the final environmental document is anticipated in Fall 2008.

For More Information Contact: Melissa Williams, Planning Manager, Maryland Transportation Authority-Capitol Planning Division; Phone: (410) 537-5651; E-mail: mwilliams9@mdta.state.md.us.

NORTH CAROLINA: HOT Lanes on I-40 in Raleigh/Piedmont Triad

HOT lanes and other potential value pricing options are being explored on I-40 in North Carolina's Piedmont (Greensboro, High Point, and Winston-Salem) and Research Triangle (Raleigh and Durham) areas. I-40 is the principal east-west corridor for the southern half of the U.S. The highway segments in the Research Triangle area are seriously over-capacity. Due to continued employment and residential growth, the segments in the Piedmont Triad are showing signs of similar effects during the peak periods.

Study Completed: The study was completed in October 2005. The report was finalized.

For Additional Information Contact: Mustan Kadibhai, NCDOT; Phone: (919) 508-1819; E-mail: mkadibjai@dot.state.nc.us.

OREGON: Express Toll Lanes on Highway 217 in Portland

The Highway 217 corridor, which connects I-5 to US 26, is the major north-south transportation route in the Washington County portion of the Portland metropolitan area. It runs through two major regional centers, connects the region's high tech centers, and serves one of the highest growth areas in the region. There is a need for additional capacity in the corridor. Value pricing options are being integrated into the mix of alternatives being evaluated and considered for implementation. A prior study, the Traffic Relief Options study, evaluated value pricing in the Portland metro area from a regional perspective and recommended that value pricing be considered whenever major new highway capacity is added. The current study will develop and evaluate several rush hour toll and ramp meter bypass alternatives in this corridor, including consideration of FAIR lanes among other value pricing approaches at ramp meters.

Study Completed 2005: Phase one and two of the studies were completed using Value Pricing funds. Study findings are available at http://www.metro-region.org/article.cfm?articleid=3518. Tolled and non-tolled alternatives presented following a corridor refinement study were approved by the Joint Policy Advisory Committee on Transportation and the Metro Council. The agency currently plans to conduct a NEPA process on both alternatives when funding is available.

For More Information Contact: Ms. Bridget Wieghart, Metro Project Manager; Phone: (503) 797-1775; E-mail: wieghartb@metro.dst.or.us.

TEXAS: Value Priced Express Lanes on I-10 in San Antonio

This project will examine the use of value pricing on I-10 on a 19-mile segment between SH 1604 and SH 46. The region anticipates a 68% increase in population over the next 30-years. In the two-year period from 1995 to 1997, the area experienced an increase of 42% in traffic between Texas and Mexico. Truck travel in the corridor is 80% higher than the next highest volume freight corridor in the region. The study will consider use of tolling for demand management and public acceptability of tolling; integrate value pricing with financial and mobility goals; and establish baseline travel characteristics for development of future monitoring and evaluation plans.

Pre-Implementation Study: Awarded January 2006

January – March 2008 Update: TxDOT coordinated with FHWA Headquarters and finalized a scope of work with a task based time line for the project. TXDOT is finalizing a contract with TTI to conduct the study.

For More Information Contact: Judy Friesenhahn, Planning Engineer, Texas Department of Transportation; Phone: (210) 615-5814; E-mail: jfriesenhahn@dot.state.tx.us.

TEXAS: HOT Lane Enforcement and Operations on Loop 1 in Austin

Loop 1, known as the Mopac Expressway is one of two major existing north-south controlled-access freeways in the Austin area. Austin has consistently been rated as the most congested U.S. city for its size according to the Texas Transportation Institute's annual Urban Mobility Study. The Loop 1 corridor extends from State Highway (SH) 45 in southern Travis County to Farm-to-Market (FM) 734 (Parmer Lane) in Northern Travis County. The expressway serves commuters from both the north and south areas of Austin accessing downtown, the State Capitol Complex and the University of Texas. The Loop 1 HOT lane is envisioned as a facility that will provide a high level of service and travel time advantages for express bus/BRT, vanpools and carpools while allowing paying Single Occupant Vehicles to use the lane. It is also envisioned that the HOT lane will be actively managed according to an operational plan that triggers changes in price in order to maintain free flow conditions for express bus/BRT. This study would develop an enforcement and operations strategy for this facility.

Pre-Implementation Study: Awarded January 2006

January - March 2008 Update:The level one traffic and revenue study was completed in early January. There was one operations meeting held in late January. However, consultant work on the work on the project was officially suspended in early February due to TxDOT budgetary constraints. A partnership with the local regional mobility authority is being worked on, but this is still several months away.

In late December, due to the funding issues in Texas, work on the project slowed considerably. However, TxDOT is working on partnering with the local regional mobility authority to continue project development. More should be known in the first quarter of 2008.

Project information can be found at www.MoPac1.org.

For More Information Contact: Mark Herber, Texas Department of Transportation, Phone: (512) 832-7077, E-mail: mherber@dot.state.tx.us; Ginger Gooden P.E., Phone: (512) 467-0946, E-mail: G-goodin@tamu.edu.

TEXAS: Express Toll Lanes on the LBJ Freeway in Dallas

The LBJ Freeway (I-635) is the major circumferential roadway in the Dallas region. The total length of the corridor is 21 miles. Traffic on certain portions of the LBJ Freeway is heavily congested for many hours of each day. The major attractors in this portion of the Dallas/Fort Worth region include regional malls, thriving business districts, and adjacent residential communities. Currently, the West Section facility consists of eight general-purpose lanes and one HOV lane in each direction. The facility will be upgraded with up to six managed lanes (three in each direction). The proposed lane configuration would vary - the West Section would have six express lanes, the East Section from US-75 to I-30 would vary from having four express lanes (two in each direction) to having two reversible lanes to I-30. The LBJ express lane project design uses variable tolling to provide free-flowing traffic conditions and connections to transit centers to support Bus Rapid Transit (BRT). The West Section is being actively implemented as a "Comprehensive Development Agreement" (CDA) geared toward a concession approach and the East Section is being deferred until seed funds become available.

Project Status: This project did not receive any direct Value Pricing Pilot (VPP) program funds; however TXDOT is currently seeking tolling authority through the Express Lane Demonstration (ELD) program. This application was submitted to FHWA on September 18, 2007 and was approved on March 19, 2008.

TxDOT has completed most of the due diligence by having secured additional financial support from the stakeholders within the region, Value Engineered the project to help reduce anticipated cost, adding additional priced segments, and finalized the contractual terms of the CDA. The remaining due diligence effort is the re-evaluation of the existing FONSI to incorporate the new changes, which is anticipated to be complete late this year. This has resulted in a project scope that makes the project more fiscally attractive to the private sector. A public meeting was held on November 16, 2006 to share this effort with the community. Details are located at: http://www.635project.com.

The CDA was a solicited request for qualifications to develop, design, construct, finance, maintain, and operate the proposed express lanes and the remaining elements of the facility. A final request for proposals was issued on September 18, 2007 with proposals due at the end of April, 2008. The base initial project is along I-635 from US 75 heading west to I-35E and then southbound along I-35E to the I-35E/LP 12 split. The region and TxDOT have developed regional and project specific express lane policies to augment this effort.

A key aspect of the approved project is that the two sections of the east-bound and west- bound express lanes will be located below grade in some combination of u-wall, cantilevered, straddle or tunnel segments to maintain TxDOT's and the region's commitment to "No Higher, No Wider" than what has been previously approved in the public involvement phase. Additional project information can be found at the project web site: http://www.635project.com.

For More Information Contact: John Hudspeth, P.E. CDA/Tollway Office; Phone: (214) 320-4490; E-mail: jhudsp1@dot.state.tx.us.

TEXAS: HOT Lanes on the Katy Freeway in Houston

Katy Freeway (I-10), in the western portion of Houston, is a heavily congested urban interstate facility. The existing freeway is 23 miles long and consists of six general-purpose main lanes (three in each direction), with two-lane continuous one-way frontage roads in each direction for most of its length. Additionally, the freeway has a one-lane reversible high occupancy vehicle (HOV) lane between I-610 and State Highway 6, and one HOV lane in each direction between State Highway 6 and the Grand Parkway (State Highway 99). West Houston is one of the fastest growing areas in the Houston metropolitan region. Population and employment along the corridor is projected to increase by 40 percent in the near future, with population in certain portions of the corridor expected to grow by up to 130 percent. The freeway is proposed to be expanded to eight general-purpose lanes, four in each direction, with continuous three-lane frontage roads in each direction. In addition, in the center of the facility from I-610 west to State Highway 6, four HOT lanes are proposed, two in each direction. From State Highway 6 to the Grand Parkway, two HOT lanes are proposed, one in each direction. A re-evaluation of the Final Environmental Impact Statement (FEIS) was completed and made available to the public in January 2003. A press conference was held March 14, 2003 to formally sign a tri-party agreement.

Project Status: The Katy Freeway HOT Lanes project did not receive Value Pricing funds, however the project obtained the authority to toll through the Value Pricing Program in 2002.

January - March 2008 Update: Construction continues and toll operations are slated to begin in the late Summer or early Fall of 2008.

For More Information Contact: David Fink, Texas Department of Transportation; Phone: (713) 881-3063; E-mail: dfink1@houstontranstar.org.

TEXAS: Express Toll Lanes on I-30/Tom Landry in Dallas

This project is currently scheduled to open in summer 2007. The I-30 West Managed HOV Lane will be a phased implementation. The project will open as an interim HOV lane and transition to express lanes in later phases. The I-30 project features elements not previously implemented in Texas. These features proposed for I-30 West are also being proposed on other facilities in the Dallas / Ft. Worth region and in other Texas urban areas. As a result, the findings from the I-30 project will serve as a precedent for facilities to follow in implementation.

Pre-Implementation Funds Awarded: 2005

Anticipated Completion Date: 2008

January - March 2008 Update:TxDOT has completed the first report of data collection, continued working through interagency coordination, move forward to finalize design efforts, secure funding and prepare for project surveys to close out the VPP study efforts this fall. To find out what the ultimate project looks like go to: (www.keepitmovingdallas.com) click on 2006 Public Hearings for I-30 (Scroll a bit to view the presented and approved schematics).

Progress on planned activities:

The first report for Baseline and Post-Opening Metrics for the period between September 2006 and January 2008 is being included [I-30W Quarterly Metrics March 2008.pdf]
A technical white paper – Active Transportation Management Strategies Using Managed Lanes (Introduction to Strategies and Techniques) is included [ML Strategies WP.pdf]
The signing schematic for the project is being finalized and integrated with statewide guidelines for managed lanes development. As this work progresses it will be used as input to FHWA’s MUTCD published updates on this topic.
The dual lane declaration area/gantry concept was highlighted at the 2008 TRB annual meeting - Poster Session #251 (Design and Operation of I-30 Tom Landry Managed-Lane Value Pricing Project in Dallas, Texas (P08-0719) by Christopher M. Poe – TTI). [I-30W TRB 2008 Poster #251.pdf]
A Comprehensive Pricing Model that includes dynamic pricing and testing of the HOV data for this project is nearing completion. This methodology is being developed for integration with the projects ITS data delivery abilities.

Activities planned for the next two quarters include:

Monitor the operating HOV project and prepare for an April and July data collection efforts. The July data will include the full length of the WB HOV portion of the project.
Conduct a traveler survey (Internet Based), conduct traveler focus groups (From Internet Pool), conduct stakeholder interviews (A Parallel Recruitment) and document findings.
Submit the draft of the Comprehensive Pricing Model for broader input and testing of existing HOV data.
Prepare and hold a joint development meeting with the project partners prior to the end of September 2008 to discuss how the results will be used for ongoing implementation.

For More Information Contact: Matthew MacGregor, P.E., Texas Department of Transportation; CDA/Tollway Director Dallas District; Phone: (214) 319-6571; E-mail: mmacgre@dot.state.tx.us.

TEXAS: Express Toll Lanes on I-35 in San Antonio

The San Antonio district of the Texas Department of Transportation (TxDOT) evaluated managed lane options for a 15-mile section of the Northeast Corridor (I-35). Public involvement was key in developing the I-35 project. Pre-project studies provided some guidance in developing managed lanes, including incorporation of value pricing. Although TxDOT is an existing partner with value pricing projects in Dallas and Houston, this was San Antonio's first VPPP grant.

The project evaluated potential operating strategies, including value pricing, which could be used as tools to manage travel demand on I-35. The team evaluated alternative pricing scenarios that could be utilized to allow certain user groups into the managed lanes at different stages over the facility's life. The I-35 Managed Lanes study was expected to show congestion-reducing benefits on a 15-mile stretch of the Northeast Corridor.

Project Completed: The road will probably be tolled in some form once it is completed and responsibility for the project has been turned over to the Regional Mobility Authority, the local tolling agency. Selection of an alternative is not anticipated for at least 5 years because the political climate in the area is unfavorable toward tolling and the project involves a large portion of elevated roadway adding considerable expense.

For More Information Contact: Judy Friesenhan, Planning Engineer, Texas Department of Transportation; Phone: (210) 615-5814; E-mail: jfriese@dot.state.tx.us.

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PRICING ON TOLL FACILITIES

Pricing on toll facilities involve tolls on congested toll facilities that are varied by time of day with the intention of encouraging some travelers to use the roadway during less congested periods, to shift to another mode of transportation, or to change routes. With less people traveling during congested periods, the remaining peak period travelers will have decreased delays. To be eligible for the variable toll programs, vehicles must be equipped with transponders, which are read by overhead antennas.

CALIFORNIA: Peak Pricing on the San Joaquin Hills Toll Road in Orange County

The San Joaquin Hills Toll Road (State Route 73) is 15 miles long and extends from Interstate 5 near San Juan Capistrano to Interstate 405 in Newport Beach. It provides an alternative to heavily congested portions of I-5 and I-405, two north-south freeways in the southern portion of the Los Angeles metropolitan area. It carries in excess of 2.3 million vehicles monthly (2.7 million annual average) on a six-lane facility. Currently the Toll Road is near capacity during peak periods. A small peak period premium of 25 cents was implemented at the mainline plaza in February 2002. This was increased to 50 cents in July 2005 and to 75 cents in July 2006. The premium was designed to reduce congestion and spread peak demand to shoulder and off-peak periods, while maintaining revenues at levels required to maintain the covenants on the Agency's revenue bonds.

Project Completed: The project team submitted their draft final report to FHWA. Despite toll increases of 50 cents at peak and 25 cents off-peak at the mainline plaza implemented on July 3,^rd, 2006, traffic volumes continued to grow at about 1-2% each year. In March 2007, fiscal year-to-date toll revenue growth increased over 8.6% from last year while traffic was up 1.2%.

For More Information Contact: David Lowe, San Joaquin Hills Transportation Corridor Agency; Phone: (949) 754-3488; E-mail: lowe@sjhtca.com.

FLORIDA: Pricing on Bridges in Lee County

In August 1998, Lee County implemented a value pricing strategy on two toll bridges between the cities of Ft. Myers and Cape Coral. The project created a peak/off-peak pricing structure offering bridge users a discount toll during times before and after the peak traffic periods. Under the pricing plan, a fifty percent toll discount was provided for trips made during the half-hour period before the morning peak of 7:00-9:00 a.m. and in the two-hour period following the morning peak. In the evening, the discount period is during the two hours before the evening peak of 4:00-6:30 p.m. and during the half hour after the peak. The program has been successful in inducing significant shifts in traffic out of the peak congestion period. Surveys indicate that over seventy-one percent of eligible motorists (i.e., those with vehicle transponders) shifted their time of travel at least once a week to obtain a toll discount amounting to just 25 cents.

Study Completed: This project was originally funded with Congestion Pricing Pilot Program funds. Information on the project study results along with final reports can be accessed at the following web site www.leewayinfo.com. This successful Value Pricing Pilot Program (VPPP) project is still operating.

For More Information Contact: Kris Cella, Cella & Associates, Inc., Phone: (239) 337-1071, E-mail: kcella@cella.cc or Chris Swenson, P.E., CRSPE, Inc., Phone: (239) 573-7960, E-mail: crs@crspe.com; Scott Gilbertson, Director, Lee County Department of Transportation, Phone: (239) 479-8580, E-mail: gilbersm@leegov.com.

FLORIDA: Value Pricing on the Sanibel Bridge and Causeway in Lee County

Currently, Lee County has one active value pricing project and has been successful in studying and implementing other types of value pricing projects since 2000. Lee County has received Value Pricing grant awards amounting to over $2.3 million since FY 2000. This project will study lowering tolls prior to the morning peak and just after it, as well as studying a mid-morning toll differential. This project also offers a toll credit component for motorists willing to travel during off-peak hours.

Implementation Study Awarded: January 2006

January - March 2008 Update Focus group meetings were held on and off the island in January as well as a public meeting on Sanibel. The project team presented the findings from the public meetings to the Sanibel City Council on March 18. The Council requested that the study not continue and that the funds be transferred to another project that could better benefit from a value pricing study. FDOT did advise that the funds could not be transferred to another project and Lee County staff will ask the Lee County Board of County Commissioners in April to either concur with the recommendation of City Council or request that the study continue.

For More Information Contact: Eileen Price, Lee County Department of Transportation; Phone: (239) 533-8507; E-mail: EPrice@leegov.com.

FLORIDA: Variable Tolls on the Sawgrass Expressway in Broward County

In May 2003, Florida began a pilot project to combine Open Road Tolling and Value Pricing entitled Sawgrass Expressway: A Study of New Technologies. Open Road Tolling (ORT) utilizes electronic toll collection to create a tolled highway system free from toll plazas and delays. This technology has the potential to change the toll industry by improving customer service, lowering operating and maintenance costs, and providing potential savings in capital costs. Under ORT, toll roads would be open to everyone and completely transparent to customers. There would be no toll plazas, tollbooths, or lane restrictions. All traffic would operate at highway speeds, yet every vehicle would pay a toll. Toll collection would occur through equipment located on overhead gantries. Eliminating the toll plazas themselves and the merging and weaving that occur while entering and exiting the plazas enhances roadway capacity and safety. Customers with a transponder would already have a pre-paid account with the toll agency. The toll charge would be automatically debited from their accounts. Value Pricing could be utilized during heavily congested peak periods along the corridor.

Study Completed: The final report, Sawgrass Expressway: Study of New Technologies is not available electronically. You can access a copy of the project summary at: http://knowledge.fhwa.dot.gov/cops/hcx.nsf/384aefcefc48229e85256a71004b24e0/0aa49a654a697d2c85256db9004db2aa?OpenDocument. There are no plans to implement the variable toll project at this time on the Sawgrass Expressway. No final decision has been reached on variable pricing, but the agency believes variable tolls will be implemented at a future time. The main issue preventing variable tolling is the lack of collection facilities. The current system utilizes cash and electronic methods and a variable system would require a transfer to all electronic collections. Although a modernization of collection facilities system-wide is planned, there are no plans to eliminate cash from the Sawgrass Expressway. As of June 2007, the first entirely electronic toll plaza in the Turnpike system is set to open in 2016 on Highway 589

Please contact the project manager for a copy of the final report.

For More Information Contact: Randy Fox, AICP - Turnpike Planning Manager; Phone: (407) 264-3041; E-mail: Randy.Fox@dot.state.fl.us.

FLORIDA: Variable Tolls for Heavy Vehicles In Lee County

The on-going Variable Pricing Program in Lee County (see "Pricing on Bridges in Lee County") was restricted to light duty vehicles. This project expands the existing program to allow three plus axle vehicles to participate in the program and encourages them to travel during off-peak times. The program became operational in December 2003.

Study Completed: The project was implemented in December 2003. The monitoring and evaluation study was completed in February 2005. The Final Report Executive Summary and Table of Contents can be accessed on the FHWA Highway Community Exchange Web site at: http://knowledge.fhwa.dot.gov/cops/hcx.nsf/All+Documents/A121E53AD894B1E885256DC500688CCB/$FILE/EXECUTIVE SUMMARY & TABLE OF CONTENTS.pdf

Please contact one of the project managers to obtain a copy of the full report.

For More Information Contact: Kris Cella, Cella & Associates, Inc., Phone: (239) 337-1071, E-mail: kcella@cella.cc or Chris Swenson, P.E., CRSPE, Inc., Phone: (239) 573-7960; E-mail: crs@crspe.com; Scott Gilbertson, Director, Lee County Department of Transportation, Phone: (239) 479-8580, E-mail: gilbersm@leegov.com.

FLORIDA: Pricing Options on the Florida Turnpike in Miami-Dade County

The Florida Turnpike Enterprise recently completed a study of the feasibility of implementing value pricing on a 21-mile section of the Homestead Extension of Florida's Turnpike (HEFT) in Southwest Miami-Dade County. The facility can be divided into two unique and distinct segments. The southern segment extends from SR 874 to SR 836. It is approximately eight miles long and includes four interchanges. The northern segment extends from SR 836 to I-75. It is approximately 13 miles long and includes six interchanges. For the southern segment, the study recommended widening the HEFT from six to eight lanes in the short-term. The long-term recommendation (by 2010) was to add two reversible, elevated, value-priced Express Lanes. The recommendation for the northern segment was to widen from four to six lanes in the short-term. The long-term recommendation was to add an additional four value-priced express lanes at ground level by 2015.

Study Completed: Contact project manager for hard copy of the final report. An electronic copy is not available at this time. There are currently no plans to implement value pricing on the Homestead Extension of the Florida Turnpike (HEFT). Like the Sawgrass Expressway project, the elimination of cash payments for tolls is the largest obstacle being faced. The installation of automated toll collection systems is not currently planned, but may be considered in the future as technology advances

For More Information Contact: Randy Fox, Turnpike Planning Manager; Phone: (407) 264-3041; E-mail: Randy.Fox@dot.state.fl.us.

GEORGIA: Variable Pricing Institutional Study for the GA-400 in Atlanta

The State Road and Toll Authority (SRTA) will study the institutional challenges and feasibility of moving from a fixed-priced toll to a variably priced toll system using GA-400 as a case study. The major tasks of the proposal include thorough examination of the Toll Authority's internal processes and procedures; legal, contractual & bond covenants; conceptual traffic & revenue forecasts necessary to meet financial obligations; and development of an implementation plan. The study will produce reports identifying key issues as well as model documents for other toll authorities considering similar conversions. The study will identify issues facing toll authorities considering changing from a fixed toll to a variable toll policy, as well as develop model documents.

Pre-Implementation Funds Awarded: January 2006

January -- March 2008 Update:The study team has completed preliminary data analysis for the toll plaza optimization alternative. Also, the responses from the mail out surveys have been coded and data-entered so geocoding and other initial processes can begin. Draft versions of the educational materials and project website have been completed and the development of these tasks is ongoing. The next steps for this study are to finalize educational materials and processing of survey results for incorporation into a final study report. This study is scheduled to be complete within the current fiscal year.

For More Information Contact: Patrick Vu, Senior Transportation Consultant, State Road and Tollway Authority; Phone: (404) 893-6130; E-mail: patrickvu@georgiatolls.com.

ILLINOIS: Illinois Tollway Value Pricing Pilot Study

A value pricing pilot project is being conducted on the Illinois State Toll Highway Authority (Illinois Tollway) system. The Illinois Tollway operates 274 miles of interstate tollways in twelve counties in northern Illinois including the Chicago suburban area. The eastern portion of the I-88 Ronald Reagan Memorial Tollway (formerly the East-West Tollway) from Illinois 31 to the Tri-State Tollway (I-294) a distance of 23 miles is the section chosen for the pilot project study. Phase 1 was designed as a basic feasibility study and evaluation of possible value pricing options. This included identification of alternative pricing strategies, extensive market research, and traffic and socioeconomic impact analysis.

Project Completed: The Illinois Tollway approved a comprehensive ten-year Congestion-Relief Plan on September 30, 2004. This plan includes a toll rate structure that incorporates some of the value pricing concepts included in this study. The new toll rates went into effect and variable pricing was introduced in January 2005. The Tollway is now evaluating the impacts of the new toll rate structure. The original idea of this study was to test a value pricing strategy on a portion of the system on a pilot basis. This possible pilot test has in effect been replaced by a system-wide implementation of a limited value pricing approach. A summary of the new toll rate structure is as follows: For passenger car users the structure provides a strong incentive for participation in the electronic toll collection program that is called I-PASS on the Illinois Tollway. There was no toll increase for drivers using I-PASS, while tolls were doubled for drivers using cash to pay the toll. Time of day pricing was instituted for commercial vehicles. All commercial vehicles traveling overnight (10 pm to 6 am) receive a discount on tolls. Commercial vehicles using I-PASS traveling off-peak on weekdays and on weekends also receive a discount.

Results of the analysis were presented in a poster session at the Transportation Research Board Annual Meeting in January 2006. The project is essentially complete. A final report is nearing completion and will be issued shortly.

For More Information Contact: Eugene Ryan, Wilbur Smith Associates, Phone: (630) 434-8111 extension 107, E-mail: eryan@wilbursmith.com; or Dean Mentjes, Mobility Engineer, FHWA, Phone: (217) 492-4631, E-mail: dean.mentjes@fhwa.dot.gov.

NEW JERSEY: Variable Tolls on the New Jersey Turnpike

The New Jersey Turnpike Authority operates a 148-mile facility with 28 interchanges. It is one of the most heavily traveled roadways in the country with average daily trips exceeding 500,000 vehicles. The Turnpike's variable pricing program began in the fall of 2000. The program provides for tolls that are about twelve percent higher during peak traffic hours than during off-peak periods for users of the electronic toll collection system. The price differential is scheduled to increase in a phased manner over several years.

The NJ Turnpike's time of day pricing initiative was one of the most significant efforts launched in the United States, not only with respect to the numbers of people affected and the volume of traffic utilizing NJ Turnpike Authority (NJTA) facilities, but also in its attempt to affect the behavior of commuters traveling in peak periods. Observations from the final report included the following:

The average trip delay was reduced by about 3-18 percent from 2000 to 2001 after the concurrent introduction of E-ZPass and the first phase of the time of day pricing program. The major reason for this reduction was, however, observed to be the reduction in toll plaza delays due to the introduction of E-ZPass.

E-ZPass deployment was observed to reduce the toll plaza delays by 44-74 percent between 2000 and 2001, the year after the introduction of the E-ZPass for the first time. It was also observed that there was no increase in toll plaza delays despite the increase of traffic volumes from 2001 to 2003. This was due to the increase in the percentage of E-ZPass users over the years.

Simulation analyses showed that between 2000 and 2001 there was a reduction in vehicle emission levels as high as 10.7 percent. After 2001 a slight increase in emissions was observed due to the increasing demand, which can be interpreted as an expected outcome given the relationship among the demand, delays and emissions.

The estimated value of time (VOT) for a specific E-ZPass user was highly influenced by the trip purpose (work or leisure trip), period choice (peak or peak shoulder periods), income level, toll amount, travel time, and desired arrival time. Peak period users gave higher value to travel time savings than peak shoulder users.

Study Completed: The final report can be accessed from the FHWA Highway Community Exchange Web site at: http://knowledge.fhwa.dot.gov/cops/hcx.nsf/384aefcefc48229e85256a71004b24e0/ba2414ce1eac182685256dc500674090?OpenDocument.

For More Information Contact: Kaan Ozbay, Ph.D., University Principal Investigator, Rutgers University; Phone: (732) 445-2792; Fax: (732) 445-0577; E-mail: kaan@rci.rutgers.edu.

NEW JERSEY: Variable Tolls on Port Authority Interstate Crossings

The Port Authority of New York and New Jersey (PANYNJ) adopted a variable toll strategy for users of the electronic toll collection system (E-ZPass) in March 2001. The Port Authority provides a 20 percent ($1.00) discount for off-peak tolls on its bridges and tunnels crossing the Hudson River between New York and New Jersey. Peak toll rates are effective on weekdays form 6-9 a.m. and 4-7 p.m., as well as on weekends from 12 Noon to 8 p.m. An estimated 125.2 million vehicles used the tunnels and bridges in 2002, and approximately 62 million interstate bus passengers use the interstate crossings annually.

The data indicates that 35 out of 505 (representing 6.93% of individuals and 7.4% of car trips) individuals changed behavior after the Time of Day Pricing Initiative. The analyses indicate that users responded in a combination of ways to the new toll schedule. This includes: decreased travel by car; increased use of transit (2.6%); increased use of transit plus increased carpooling (1.8%); decreased number of trips during peak and increased off peak trips (1.5%); and decreased number of trips during both peak and off peak (1.3%).

The analyses was conducted using a data set collected for another purpose for the PANYNJ. It indicated that among E-ZPass users who were aware of the off-peak discount program, 16% had changed their travel schedules to enjoy the off-peak discounts. This represented 7.68% of the E-ZPass users and 5.33% of the total number of users. The data also suggested that carriers were responsive to receivers' desires in terms of delivery times. Ninety-three percent of the carriers that indicated they couldn't change delivery times, cited receivers' opposition as the key factor.

Study Completed: The final report was completed in March 2005. It can be accessed on the FHWA Highway Community Exchange Web site at: http://knowledge.fhwa.dot.gov/cops/hcx.nsf/384aefcefc48229e85256a71004b24e0/f28934ff571ff3c685256db10063e81b?OpenDocument.

For More Information Contact: José Holguín-Veras, Ph.D., P.E., Associate Professor, Rensselaer Polytechnic Institute, 110 8th Street Building JEC 4030, Troy NY 12180-3590; E-mail: jhv@rpi.edu or Mark F. Muriello, Assistant Director, Tunnels Bridges and Terminals Department, The Port Authority of New York and New Jersey, One Madison Avenue - 5^th Floor, New York, NY 10010; E-mail: mmuriello@panynj.gov.

NEW JERSEY: Express Bus/HOT Lane Study for the Lincoln Tunnel

The Port Authority of New York and New Jersey (PANYNJ) is advancing this project to assess the feasibility of pricing a new managed lane intended to connect the New Jersey Turnpike and New Jersey highways to the Lincoln Tunnel and the Port Authority Bus Terminal in Midtown Manhattan. On weekdays from 6-10 a.m., the PANYNJ currently operates a 2.5-mile eastbound contra-flow Exclusive Bus Lane (XBL) along the westbound Route 495 approach to the Lincoln Tunnel from the New Jersey highway interchanges. The XBL carries approximately 1700 buses and 62,000 passengers each morning to Midtown Manhattan, saving about 15-20 minutes in travel time as compared to vehicles in the regular travel lanes. Since the XBL has reached its capacity, the PANYNJ is assessing the physical and operational feasibility of adding a second priority bus lane to the corridor.

The project will assess options of pricing the excess capacity of a second Bus Lane in a High-Occupancy Toll (HOT) Lane application. The objective of this project is to determine whether value pricing might be used to allow non-bus traffic to use the excess capacity of a potential second Exclusive Bus Lane on NJ Route 495 leading to the Lincoln Tunnel and Midtown Manhattan. This study will consider whether pricing is an appropriate mechanism to manage the demand of non-bus traffic wishing to take advantage of the reliability and the improved service levels on a converted bus lane. A second phase of this study will provide an assessment of potential commercial vehicle applications in a converted managed lane during non-peak commuting hours. The concept that will be explored is the potential to use the existence of a separated managed lane and pricing to allow small trucks to take advantage of travel time and reliability advantages that such a lane would offer. It has been a long-standing objective of the PANYNJ to find more reliable and efficient service standards to small package and local delivery trucks serving Midtown Manhattan.

Pre-Implementation Funds Awarded: 2004

Anticipated Completion Date: 2008

January - March 2008 Update: The project team has completed processing of stated-preference surveys to determine value of time and willingness to pay for various price-service options. An interim report of these findings is in the final stages of development and will be available during the second qQuarter of 2008. The critical output of the stated-preference surveys is an understanding of motorists' value of time, a key factor in the development of the predictive behavioral travel choice model, which is in development. The resulting behavioral travel model will be capable of interfacing with an updated version of the Port Authority's microscopic traffic simulation model for the corridor, which is being used to estimate the corridor operating conditions during the weekday peak hours of morning 5-10 a.m. and 3-7 p.m. Calibration and testing of the traffic simulation models are anticipated to be completed by mid May 2008. The New York Metropolitan Transportation Council's "Best Practices Model" is currently being incorporated in the overall modeling process to evaluate regional impacts due to possible diversions and mode shifts based on an array of pricing scenarios.

For More Information Contact: Mark Muriello, PANYNJ, Assistant Director; Phone: (212) 435-4836; E-mail: