**VALUE PRICING PROJECT QUARTERLY REPORTS**

**January - March 2006**

[CONVERTING HOV LANES TO HOT LANES
1](#converting-hov-lanes-to-hot-lanes)

[CALIFORNIA: HOT Lanes on I-15 in San Diego
1](#california-hot-lanes-on-i-15-in-san-diego)

[CALIFORNIA: I-680 SMART Carpool Lanes in Alameda County
2](#california-i-680-smart-carpool-lanes-in-alameda-county)

[CALIFORNIA: HOT Lanes on I- 880 in Alameda County
3](#california-hot-lanes-on-i--880-in-alameda-county)

[COLORADO: HOT Lanes on I-25/US 36 in Denver-Implementation
4](#colorado-hot-lanes-on-i-25us-36-in-denver-implementation)

[FLORIDA: HOT Lanes on I-95 in Miami-Dade County
5](#florida-hot-lanes-on-i-95-in-miami-dade-county)

[GEORGIA: HOT Lanes on I-75 in Atlanta
6](#georgia-hot-lanes-on-i-75-in-atlanta)

[GEORGIA: I-75 South HOT/Truck-Only Toll (TOT) Study in Atlanta
7](#georgia-i-75-south-hottruck-only-toll-tot-study-in-atlanta)

[MINNESOTA: HOT Lanes on I-394 in Minneapolis
8](#minnesota-hot-lanes-on-i-394-in-minneapolis)

[TEXAS: HOT Lanes on Two Radial Corridors in Houston (I-10 and US 290)
9](#texas-hot-lanes-on-two-radial-corridors-in-houston-i-10-and-us-290)

[CORDON TOLLS 10](#cordon-tolls)

[CALIFORNIA: Area Road Charging and Parking Pricing in San Francisco
10](#california-area-road-charging-and-parking-pricing-in-san-francisco)

[FLORIDA: Cordon Pricing in Lee County
11](#florida-cordon-pricing-in-lee-county)

[FAIR LANES 12](#fair-lanes)

[CALIFORNIA: FAIR Lanes with Dynamic Ridesharing in Alameda County
12](#california-fair-lanes-with-dynamic-ridesharing-in-alameda-county)

[PRICED NEW LANES 13](#priced-new-lanes)

[CALIFORNIA: Express Lanes on State Route 91 in Orange County
13](#california-express-lanes-on-state-route-91-in-orange-county)

[CALIFORNIA: Extension of I-15 HOT Lanes in San Diego
14](#california-extension-of-i-15-hot-lanes-in-san-diego)

[CALIFORNIA: Implementation of Dynamic Pricing on SR 91 in Orange County
15](#california-implementation-of-dynamic-pricing-on-sr-91-in-orange-county)

[CALIFORNIA: Vehicle Enforcement System on I-15 Managed Lanes in San
Diego
16](#california-vehicle-enforcement-system-on-i-15-managed-lanes-in-san-diego)

[CALIFORNIA: HOT Lanes in Median of State Route 1 in Santa Cruz County
17](#california-hot-lanes-in-median-of-state-route-1-in-santa-cruz-county)

[COLORADO: Express Lane on C-470 in Denver
18](#colorado-express-lane-on-c-470-in-denver)

[FLORIDA: Express Lanes on I-4 in Orlando, FL
19](#florida-express-lanes-on-i-4-in-orlando-fl)

[FLORIDA: Priced Queue Jumps in Lee County
20](#florida-priced-queue-jumps-in-lee-county)

[NORTH CAROLINA: HOT Lanes on I-40 in Raleigh/Piedmont
21](#north-carolina-hot-lanes-on-i-40-in-raleighpiedmont)

[OREGON: Express Toll Lanes on Highway 217 in Portland
22](#oregon-express-toll-lanes-on-highway-217-in-portland)

[TEXAS: I-35 Value Priced Express Lanes in Waco
23](#texas-i-35-value-priced-express-lanes-in-waco)

[TEXAS: IH-10 Value Priced Express Lanes in San Antonio
24](#texas-ih-10-value-priced-express-lanes-in-san-antonio)

[TEXAS: Loop 1 HOT Lane Enforcement and Operations in Austin
25](#texas-loop-1-hot-lane-enforcement-and-operations-in-austin)

[TEXAS: Managed Lanes on the LBJ Freeway in Dallas
26](#texas-managed-lanes-on-the-lbj-freeway-in-dallas)

[TEXAS: Managed Lanes on the Katy Freeway in Houston
27](#texas-managed-lanes-on-the-katy-freeway-in-houston)

[TEXAS: Managed Lanes on I-30/Tom Landry in Dallas
28](#texas-managed-lanes-on-i-30tom-landry-in-dallas)

[TEXAS: Managed Lanes on I-35 in San Antonio
29](#texas-managed-lanes-on-i-35-in-san-antonio)

[WASHINGTON: HOT Lanes on SR 167 in the Puget Sound Region
30](#washington-hot-lanes-on-sr-167-in-the-puget-sound-region)

[PRICING ON TOLL FACILITIES 31](#pricing-on-toll-facilities)

[CALIFORNIA: Peak Pricing on the San Joaquin Hills Toll Road in Orange
County
31](#california-peak-pricing-on-the-san-joaquin-hills-toll-road-in-orange-county)

[FLORIDA: Bridge Pricing in Lee County
32](#florida-bridge-pricing-in-lee-county)

[FLORIDA: Extension of Value Pricing to the Sanibel Bridge and Causeway
33](#florida-extension-of-value-pricing-to-the-sanibel-bridge-and-causeway)

[FLORIDA: Variable Tolls along the Sawgrass Expressway in Broward County
34](#florida-variable-tolls-along-the-sawgrass-expressway-in-broward-county)

[FLORIDA: Variable Tolls for Heavy Vehicles In Lee County
35](#florida-variable-tolls-for-heavy-vehicles-in-lee-county)

[FLORIDA: Pricing Options on the Florida Turnpike in Miami-Dade County
36](#florida-pricing-options-on-the-florida-turnpike-in-miami-dade-county)

[ILLINOIS: Illinois Tollway Value Pricing Pilot Study
37](#illinois-illinois-tollway-value-pricing-pilot-study)

[NEW JERSEY: Variable Tolls on the New Jersey Turnpike
38](#new-jersey-variable-tolls-on-the-new-jersey-turnpike)

[NEW JERSEY: Variable Tolls on Port Authority Interstate Vehicle
Crossings
39](#new-jersey-variable-tolls-on-port-authority-interstate-vehicle-crossings)

[NEW JERSEY: Express Bus/HOT Lane Study for the Lincoln Tunnel
40](#new-jersey-express-bushot-lane-study-for-the-lincoln-tunnel)

[OHIO: Northern Ohio Freight Efficiency Study
41](#ohio-northern-ohio-freight-efficiency-study)

[PENNSYLVANIA: Variable Tolls on the Pennsylvania Turnpike
42](#pennsylvania-variable-tolls-on-the-pennsylvania-turnpike)

[USAGE-BASED VEHICLE CHARGES 43](#usage-based-vehicle-charges)

[CALIFORNIA: Car Sharing in the City of San Francisco
43](#california-car-sharing-in-the-city-of-san-francisco)

[GEORGIA: Simulation of Pricing on Atlanta's Interstate System
44](#georgia-simulation-of-pricing-on-atlantas-interstate-system)

[MINNESOTA: Variabilization of Fixed Auto Costs
45](#minnesota-variabilization-of-fixed-auto-costs)

[OREGON: Mileage-Based Road User Fee Evaluation
46](#oregon-mileage-based-road-user-fee-evaluation)

[WASHINGTON: Global Positioning System (GPS) Based Pricing in the Puget
Sound Region
47](#washington-global-positioning-system-gps-based-pricing-in-the-puget-sound-region)

["CASH-OUT" STRATEGIES 48](#cash-out-strategies)

[WASHINGTON: Parking Cash-Out and Pricing in King County
48](#washington-parking-cash-out-and-pricing-in-king-county)

[WASHINGTON: Cash-Out of Cars in King County
49](#washington-cash-out-of-cars-in-king-county)

[REGIONAL PRICING INITIATIVES 50](#regional-pricing-initiatives)

[FLORIDA: Sharing of Technology on Pricing
50](#florida-sharing-of-technology-on-pricing)

[GEORGIA: GA-400 Variable Pricing Institutional Study in Atlanta
51](#georgia-ga-400-variable-pricing-institutional-study-in-atlanta)

[MARYLAND: Feasibility of Value Pricing
52](#maryland-feasibility-of-value-pricing)

[MINNESOTA: Project Development Outreach and Education
53](#minnesota-project-development-outreach-and-education)

[TEXAS*:* Regional Value Pricing Corridor Evaluation and Feasibility
Study
54](#texas-regional-value-pricing-corridor-evaluation-and-feasibility-study)

[TEXAS: HOT Lane Network Evaluation in Houston
55](#texas-hot-lane-network-evaluation-in-houston)

[VIRGINIA: Regional Network of Value Priced Lanes
56](#virginia-regional-network-of-value-priced-lanes)

[VIRGINIA: Value Pricing for the Northern Virginia and Hampton Roads
Regions
57](#virginia-value-pricing-for-the-northern-virginia-and-hampton-roads-regions)

[TRUCK ONLY TOLL LANES 58](#truck-only-toll-lanes)

[GEORGIA: Northwest Truck Tollway 58](#georgia-northwest-truck-tollway)

[TEXAS: Truck Traffic Diversion Using Variable Tolls in Austin
59](#texas-truck-traffic-diversion-using-variable-tolls-in-austin)

# [CONVERTING HOV LANES TO HOT LANES]{.underline} 

## 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 first implementation
effort consisted of collecting tolls via monthly permits with a decal in
the window (July 1997); subsequently, the FasTrak^TM^ pricing program
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 daily traffic using
the HOT lanes are HOVs with two or more occupants, and 25 percent are
paying SOV/FasTrak customers. I-15 toll revenues range between \$1.3 to
\$2.2 million per fiscal year (July 1^st^ to June 30^th^) and pay for
operation of express transit (bus) service in the I-15 corridor,
enforcement on the HOV lanes by the California Highway Patrol (CHP), and
maintenance and operation of the electronic toll collection (ETC) system
and Customer Service Center, by TransCore.

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

***Study Completed 2002***: The original study was funded under the
Congestion Pricing Pilot Program. The project site URL at
<http://argo.sandag.org/fastrak/index.html> includes links to numerous
reports.

## [For More Information Contact]{.underline}: Derek Toups, San Diego Association of Governments; Phone (619) 699-1907, e-mail [**dto@sandag.org**](mailto:dto@sandag.org). 

## CALIFORNIA: I-680 SMART Carpool Lanes in Alameda County

The Alameda County Congestion Management Agency 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 2006 Update*:** The Joint Powers Authority was fully
executed between the three project partners. The project received the
following approvals: environmental clearance, Project Study
Report/Project Report, Project Fact Sheets and Operations Analysis. The
Concept of Operations and Communications Plans were completed and
approved by FHWA, Caltrans and the Joint Powers Authority. A white paper
on Vehicle Detection Systems was prepared to determine what technology
would be used in the corridor. Work continued on refinement of the
projected revenue estimates for the 4-year pilot program. The JPA
approved monitoring the mixed flow lanes as well as the HOT Lane. The
data from the mixed flow lanes will provide travel time savings to the
motorists, the HOT lane data will be used to dynamically price the lane.
A draft Enforcement Plan was prepared identifying visual enforcement by
the California Highway Patrol, mobile enforcement readers and hand-held
readers for motorcycle vehicles. The draft Safety/Security Plan and
Verification Plan are underway. Work on 35% engineering began.

[For More Information Contact]{.underline}: Jean Hart, Deputy Director,
Alameda County Congestion Management Agency; telephone (510) 836-2560,
fax (510) 836-2185, email <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. 

*Study complete.*

[For More Information Contact]{.underline}: Jean Hart, Deputy Director,
Alameda County Congestion Management Agency; telephone (510) 836-2560,
fax (510) 836-2185, email jhart@accma.ca.gov

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

A regional study of the feasibility of HOT lanes in Denver concluded
that the I-25/US 36 corridor was the most feasible location for a pilot
demonstration of HOT lanes. The I-25 Bus/HOV lanes, also known as
Downtown Express lanes, consist 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. The lanes are used by southbound
traffic from 5:00 am to 10:00 am, and by northbound traffic from noon to
3:00 am.

The proposed value pricing program would manage and partially alleviate
severe congestion during the peak periods, as well as yield greater
utilization of the I-25 HOV lanes. The plan would convert the Downtown
Express HOV facility into a HOT lane facility, serving additional trips
and optimizing the use of the facility. This HOT lane facility would
feature pre-set variable pricing of single-occupant vehicles (SOV).
Toll-paying SOVs would be excluded from access to the facility if SOV
access were found to depreciate the level of service for HOVs and buses.
In 2002 & 2003, CDOT received \$2,800,000 toward its request for \$4
million in Federal funds for implementation of the project. The HOT
lanes would be the first demonstration in the United States of value
pricing directly into and out of a large central business district, with
multiple ingress and egress.

***Implementation Funds Awarded**: 2002 **Anticipated Opening Date**:
June 2, 2006*

***January -- March, 2006 Update***: FHWA gave formal concurrence for
the conversion from HOV to HOT in May 2005. Construction has been
completed for much of the major infrastructure required for the HOT
conversion. E-470 was issued NTP in December 2005 to acquire, install,
and test the tolling equipment. Installation is now about 50% complete.
Details of operating procedures and violation and toll processing are
being worked out in an ongoing series of meetings between E-470, CTE,
and CDOT. E-470 will also be retained to operate the I-25 HOT lanes
including account management and toll violation enforcement. A group
including enforcement, traffic control, and emergency services, is
currently developing the Incident Management Plan.

The Marketing plan is in final draft form and the marketing program
began at the end of March with a mail out flyer to all of E-470's
current customers. A promotional/educational video is in final draft and
will be released in April. Intergovernmental Agreements (IGA) are in the
process of development between Colorado Tolling Enterprise (CTE), CDOT,
and partner agencies including transit, law enforcement, and local
agencies, in the areas of policy, operations, enforcement, and
maintenance.

Full implementation of the HOT Lane conversion on I-25 is targeted for
June 2, 2006. You can find additional project information at the new
implementation website:
http://www.dot.state.co.us/CTE/ExpressLanes/index.cfm

## [For More Information Contact]{.underline}: Myron Swisher, Colorado Department of Transportation, 2000 S. Holly St., Denver, CO 80222; phone 720-497-6954; e-mail <myron.swisher@dot.state.co.us> 

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

This project will conduct an investment grade traffic and revenue study,
market research, outreach efforts, and development of monitoring and
evaluation plans. FDOT already funded a preliminary feasibility study.

A proposed new lane would be added in I-95's median. 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.

FDOT hopes to carry out this project via a public-private partnership. A
private firm or consortium would be selected to design, finance, build,
and operate the HOT lanes. FDOT would make use of a non-profit
corporation to run the facilities and issue the toll revenue bonds. FDOT
would not permit a non-compete clause in the public-private partnership
agreement.

The overall project, which includes new ramps and several minor
improvements to the mixed flow lanes, would provide a 20 percent
increase in peak hour, peak direction capacity without having to widen
I-95. The project's estimated benefits, in terms of travel time savings
and reduced vehicle operating costs, are \$3.77 billion and the cost is
about \$600 million. This produces a very impressive benefit-cost ratio
in excess of 6.0.

In November 2004, FDOT received additional funds to conduct two
additional focus groups, additional surveying for traffic and revenue
forecasting in Broward County, and joint agency and educational
outreach.

***Implementation Funds Awarded**: 2004* ***Anticipated Completion
Date***: 2007

***January -- March 2006 Update*:** Developed skeleton networks and
VISSIM trip tables. VISSIM simulations assignments were run. Developed
per mile toll rate table. Incorporated results of VISSIM analysis into
six project networks. Ran toll sensitivity assignments under eight
select time periods for six project alternatives. Determined optimum
toll rates by time period for each project alternative. Ran micro-model
traffic assignments assuming optimum toll rates for six project
alternatives. Developed tables and illustrations depicting results of
traffic and revenue analysis. Developed Technical Memorandum summarizing
results of traffic and revenue analysis.

Developed conceptual costs for six alternatives by segments. The project
is broken into 4 separate sections by mileposts. Conceptual costs were
developed for AASHTO Girders, Concrete Segmental, Steel Box Girders and
Steel Girders.

Findings from Traffic Tech Memo were presented to FDOT staff, Florida's
Turnpike Enterprise staff, Miami-Dade Expressway representatives,
Miami-Dade Metropolitan Planning Organization representatives on March
30, 2006 in the District 6 auditorium.

[For More Information Contact]{.underline}: Kenneth Jeffries, Office of
Planning FDOT, District 6, 305.470.6736 (phone) 305.470.6737 (fax)
email: <ken.jeffries@dot.state.fl.us>

## GEORGIA: HOT Lanes on I-75 in Atlanta

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

***Implementation Funds Awarded**: 2004* ***Anticipated Completion
Date**: 2006*

***January -March 2006 Update***: The Project Team has completed work on
the HOT lane analysis for the I-75/I-575 corridor. The study focused on
the analysis on HOT 2+ for the corridor. The study gathered new
information on driver's willingness to pay through the use of Stated
Preference Surveys. This information was used to update the toll
assignment routine currently used in the ARC model process. The study
resulting in a better understanding of how to modify the regional
transportation demand model for variable pricing applications.

GDOT is now building upon our study effort by taking the methodologies
in this study and expanding the analysis on the I-75/I-575 corridor to
look at all HOT alternatives (3+ and 4+) as well as express toll lanes.
These alternatives are in addition to the inclusion of a truck only
manage lane system that the Department is studying for inclusion in the
corridor as well.

Next Steps: The final report will be available on the SRTA website May
1, 2006.

[For More Information Contact]{.underline}: Erik Steavens, State Road
and Tollway Authority, (404) 893-6139 <esteavens@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 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 top 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 in
Atlanta, GA. A copy of the original proposal submitted is attached.\
\
**Pre-Implementation Study**: Awarded January 2006

***January -- March 2006 Update***: The Study team is working with the
Georgia Department of Transportation and the Federal Highway
Administration's Georgia Division Office to secure and encumber the
funding made available in January. Draft requests for proposals have
been developed and are awaiting funding and process approvals before
released.

Next Steps: Release a RFP for the study in June and give notice to
proceed before August 2006.

[For More Information Contact]{.underline}: Erik Steavens, State Road
and Tollway Authority, (404) 893-6139 <esteavens@georgiatolls.com>

## 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 goals are to:

-   Improve the efficiency of I-394;

-   Maintain free flow speeds for transit and carpools (50-55 mph) in
    the HOT lanes;

-   Improve highway facilities and transit service in corridor with
    excess revenues;

-   Use electronic toll collection using tags/transponders and readers;
    and,

-   Employ new technologies such as dynamic pricing and in-vehicle
    electronic enforcement

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 first six months of operation indicates
the following:

Toll Trips per week (avg/max): 15,437/19,493

Revenue per week (avg/max): \$10,277/\$15,613

Average toll per trip: \$0.66

***Pre --Implementation Funds Awarded**: 2004 **Anticipated Completion
Date**: 2007*

***January -- March 2006 Update:*** The Project Team met with the
technical committee in January and March to continue refining elements
of Phase II. Preliminary analysis has been conducted of park-and-ride
facility utilization and an assessment of future service and needs. A
scope of work has been prepared for consultants to conduct preliminary
engineering on I-394 facility enhancements and evaluate transit
advantages. Consultant work will begin in May.

[For More Information Contact]{.underline}: Ken Buckeye, Program Manager
Value Pricing (651) 296-1606, e-mail: <kenneth.buckeye@dot.state.mn.us>

## TEXAS: HOT Lanes on Two Radial Corridors in Houston (I-10 and US 290) 

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.

***Implementation Funds Awarded**: 2000 **Anticipated Completion Date**:
2005*

***January -- March 2006 Update***: The development of the algorithm was
completed. The fabrication and installation of pricing signs at the Park
& Ride access points was completed. Communication issues were discovered
and are be worked on. The system should be ready for testing by early
next quarter.

**Problems:** Because of long procurement, installation, integration and
testing times, full scale operation of off-peak SOV buy in (QR1) will be
delayed until all necessary components are operational.

Reports and findings may be found at
<http://houstonvaluepricing.tamu.edu/reports>.

[For More Information Contact:]{.underline} David Fink, Transportation
Operations Engineer, Texas Department of Transportation; Phone (713)
881-3063, <dfink1@houstontranstar.org>.

# [CORDON TOLLS]{.underline} 

## 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-wide 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. The problem is exacerbated by double parking and
people circling to locate parking. 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 their 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 Study**: Awarded January 2006 **Anticipated
Completion Date**: ***2008***

***January -- March 2006 Update***: Working to execute Cooperative
Agreement

[For More Information Contact]{.underline}: Tilly Chang, Deputy
Director, San Francisco County Transportation Authority,
<tilly_chang@sfcta.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
is studying the feasibility of introducing a new variable toll at both
approaches to the Town.

######## Study Complete: The Team completed Phase One of the project in 2002. Phase II implementation is on hold.

***October - December 2005 Update*:** The opposition to tolls coupled
with the need for some type of Transportation Demand Management for the
Town led to the development of a second value pricing option for the
Town. The option is variably priced parking. While it does not reach as
large a number of vehicles as tolling, it tends to target those trips
that are most likely to convert to transit. The study team distributed
the final version of the Traffic Demand Management Options and Finance
Reports. The study team is working to implement the next phase of the
project.

[For More Information Contact]{.underline}: Damon Grant, Public Works
Director, Fort Myers Beach, (239) 765-0202,
damon@ci.fort-myers-beach.fl.us

# [FAIR LANES]{.underline} 

## CALIFORNIA: FAIR Lanes with Dynamic Ridesharing in Alameda County 

This FAIR lanes study will focus on the congested Interstates 580 and
680 in Alameda County and will build 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 are also planned for I-580. The FAIR
lanes feasibility study will examine 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 will be
implemented in the study corridor. These will include "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. This new type of ridesharing is expected to
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.

***Pre-implementation Funds Awarded:** 2002 **Anticipated Completion
Date**: May 2006*

***January -- March 2006 Update:*** 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 Lanes (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 that that HOT/C users reduce the
speeds on the HOT lane, HOT revenues would be reduced and the credit
rate has an effect on the HOT lane, more generous credit and easy
eligibility leads to most adverse impact but avoiding the negative
impacts means 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 CMA Board accepted the final report.

Dynamic Ridesharing: On November 15^th^, 2005, a limited version of the
program was launched with about 40 participants. Between November
15^th^, 2005 and March 29^th^, 2006, the program had 584 requests
resulting in 30 ridematches. A major marketing effort took place in
March to increase the level of participation and the number of
ridematches. Additional incentives for participation were offered. On
March 29^th^, members of the consultant team, the Task Force, elected
officials, and the press were at the Dublin-Pleasanton station to
announce the program, register new participants and conduct
orientations. As a result of these efforts, participation in the program
has increased to 109 participants as of April 7^th^, 2006. Between the
week of March 30^th^ and April 7^th^, 147 requests were made resulting
in an additional 37 ride matches for a total of 67 ride matches since
program inception. The pilot program is scheduled to last 6 months and
will conclude in May. The next steps will be determined once the
evaluation of the pilot program is presented to the CMA Board in June or
July 2006.

# 

# [For More Information Contact]{.underline}: Elizabeth Walukas, Senior Transportation Planner, Alameda County CMA; telephone (510) 836-2560 ext. 26, fax (510) 836-2185, email <bwalukas@accma.ca.gov>. 

# [PRICED NEW LANES]{.underline} 

## 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 August
2005, tolls on the express lanes vary between \$1.10 and \$7.75, 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 172,000 transponders in circulation at the end of fiscal
year '05. During the fiscal year ending June 30^th^, the facility served
over 12.7 million vehicles, averaging almost 35,000 vehicles per day,
with approximately \$32.5 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 Complete:* The project was completed in 2000. Study Results can be accessed at http://ceenve.calpoly.edu/sullivan/sr91/sr91.htm

***January -- March 2006 Update*:** For fiscal year '05, the OCTA Board
of Directors approved \$2.5 million in toll revenues as seed funding to
accelerate preliminary engineering and environmental documentation of an
eastbound auxiliary lane project in the SR-91 corridor. When completed,
this \$30 million project will open up a major eastbound traffic
chokepoint near the Orange / Riverside county line.

[]{.mark}

In January 2006, the OCTA was awarded a \$588,000 grant through the FHWA
for a dynamic pricing model and methodology for possible implementation
on the 91 Express Lanes. Now the OCTA is working with Caltrans and SCAG
to amend the Transportation Improvement Plane (TIP) to include the value
dynamic pricing project, and federal grant award. Once that amendment is
executed OCTA will be able to begin expending those funds and begin the
pricing model development and equipment acquisition phase.

[For More Information Contact]{.underline}: Steven Schupak, Sr.
Transportation Analyst, Toll Road & Motorist Services; (714) 560-5988;
e-mail <sschupak@octa.net>

##  

## CALIFORNIA: Extension of I-15 HOT 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 operate in the managed lanes. Seven pricing
alternatives were considered. A preferred pricing alternative was
selected which calls for dynamic tolling involving a skewed per mile
rate, which would vary the toll based on actual congestion levels and
distance traveled, derived from the entry and exit points to the lanes.

***Pre-Implementation Study:** The study was completed* in 2002. The
project site URL at <http://argo.sandag.org/fastrak/index.html> includes
links to numerous reports.

***January - March 2006 Update**:* Caltrans continues to make progress
on the construction of the first stage of the I-15 Managed Lanes. The
first stage managed lanes (adds eight miles directly abutting to the
existing 8-mile reversible HOT lanes) are scheduled to open to traffic
by January 2008. This period a draft Final Concept of Operations
(ConOps) for the electronic toll collection system was prepared. Also,
risks associated with the project were assigned risk potential and risk
impact ratings and strategies were developed to mitigate, prevent, and
control each risk. Finally, engineer's capital cost estimates for the
I-15 ML toll system were updated in March.

## [For More Information Contact]{.underline}: Derek Toups, San Diego Association of Governments; Phone (619) 699-1907, e-mail [**dto@sandag.org**](mailto:dto@sandag.org). 

## CALIFORNIA: Implementation of 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 second 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. A copy of the
original proposal submitted is attached.\
\
***Implementation Study Awarded:*** January 2006

***January -- March 2006 Update***: Working to execute Cooperative
Agreement and include the project in the Transportation Improvement Plan
(TIP).

[For More Information Contact]{.underline}: Steven Schupak, Sr.
Transportation Analyst, Toll Road & Motorist Services; (714) 560-5988;
e-mail <sschupak@octa.net>

## CALIFORNIA: Vehicle 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 SOV 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^TM^ 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 January 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*

***January - March 2006 Update**:* Technology Trade Studies were
completed in January and a final *Enforcement Concepts and Technologies
Report* released in February. A draft Enforcement Strategy Analysis was
also prepared in February and will be completed next quarter.

***Pre-Implementation Study:*** A project Web site has been established
and copies of the project reports are now available at
<http://www.sandag.org/index.asp?projectid=67&fuseaction=projects.detail>.
Additional project reports will be posted as they become available.

[For More Information Contact]{.underline}: Derek Toups, San Diego
Association of Governments; Phone (619) 699-1907, e-mail
[**dto@sandag.org**](mailto:dto@sandag.org).

## CALIFORNIA: HOT Lanes in Median of 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]{.underline} 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 Complete***: The Final Report is available on the Santa Cruz
County Regional Transportation Commission's website
(<http://www.sccrtc.org/highway.html#hot>). There are no additional
activities expected on this project.

[For More Information Contact]{.underline}: Karena Pushnik, Santa Cruz
County Regional Transportation Commission; tel: 831/460-3210;
<karena.pushnik@co.santa-cruz.ca.us>.

## COLORADO: Express Lane 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 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 being studied is a four lane
barrier-separated facility in the median of four general purpose lanes,
which would manage volumes in the Express Lanes by charging a variable
toll to ensure reliable, free-flowing traffic conditions.

***Study Complete:*** The C-470 Express Lanes Feasibility Study Final
Report, June 2005 can be accessed through the FHWA Knowledge Exchange
website at
[http://knowledge.fhwa.dot.gov](http://knowledge.fhwa.dot.gov/)

***January -- March 2006 Update:*** Refinements to the traffic and
revenue forecasts and a detailed financial analysis indicate that
approximately 100% of the capital costs could be covered by toll
revenues after payment of annual O&M, debt service, and capital reserve
fund. The study team optimized the traffic and revenue, trimmed capital
costs, and considered alternative financial strategies to achieve this
outcome. This alternative is now being considered in the EA along with a
general-purpose lane capacity improvement and the no-action alternative.

The EA document was released for public review and comment on February
28, 2006 and extends through April 30, 2006. Go to
[www.c470.info](http://www.c470.info/) for updated information.

[For More Information Contact]{.underline}: Ron Buck, Colorado
Department of Transportation; Phone 303-972-9112,
[**ron.buck@dot.state.co.us**](mailto:ron.buck@dot.state.co.us)

##  

## FLORIDA: Express Lanes on I-4 in Orlando, FL 

Project funded in November 2004. This study will conduct public outreach
for potential implementation of value pricing concepts on new "Xpress
Lanes" on a 15.4-mile segment of I-4 in Orlando, FL. Florida DOT's
vision is to expand the "Xpress Lanes" concept throughout the entire
Central Florida region.

***October -- December 2005 Update***: SAFETEA-LU includes language that
would severely limit opportunities to toll in the I-4 corridor.

[For More Information Contact]{.underline}: Mark Robinson, Project
Manager, Florida Department of Transportation, (386) 943-5727;
mark.robinson@dot.state.fl.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 DOT and 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.

These funds would provide for the establishment of the first test of a
value priced Queue Jump. Testing this concept and evaluating its
effectiveness would provide very useful information for other areas
considering priced Queue Jumps.

***Implementation Funds Awarded**: 2004 **Anticipated Completion Date**:
2007*

[ ***January - March 2006 Update***: Phase one of this project was
successfully completed and design is underway at Colonial and Metro
Parkway. As a first step, a user preference survey was conducted in
September of 2005. The survey results were submitted in a report in
October. Preliminary right-of-maps were submitted and the design team is
studying various scenarios for frontage/access roads to develop a
circulation plan for surrounding businesses/properties as part of the
ongoing coordination with the City of Ft. Myers. The 2030 traffic model
is being evaluated in conjunction with another Lee County project to
develop design traffic for both projects. Phase I plans will be
submitted once the traffic modeling is complete. A project briefing was
given to FHWA representatives that visited Lee County and the
surrounding area on March 28.](mailto:sclarke@leegov.com)

[[For More Information Contact]{.underline}: Sarah Clarke, Lee County
Department of Transportation; Phone (239) 479-8718;
sclarke@leegov.com](mailto:sclarke@leegov.com)

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

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 affects
during peak period congestion.

***Study Complete***: The study was completed in October 2005 and the
project team is working to finalize the report.

[For Additional Information Contact]{.underline}: Rick Lakata, NCDOT;
tel: 919/715-2464, e-mail: <rjlakata@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 Complete 2005:** Phase One and Two of the study were completed
using Value Pricing funds. Study findings are available at
<http://www.metro-region.org/article.cfm?articleid=3518>*

[For More Information Contact]{.underline}: Ms. Bridget Wieghart, Metro
Project Manager Phone 503-797-1775; <wieghartb@metro.dst.or.us>.

## TEXAS: I-35 Value Priced Express Lanes in Waco

TxDOT is evaluating managed lane options for the 94-mile portion of I-35
in Bell, Falls, McLennan and Hill Counties. While it is largely rural in
nature, the segment is still very congested and there are no alternative
parallel routes in the area. Trucks are a major component of traffic
volumes using the I-35 corridor. I-35 is a major north-south NAFTA
Corridor for the central portion of the nation. Even though some
elements of NAFTA have not been fully implemented, trucks currently
account for 25 to 30 percent of all traffic on this portion of I-35
making truck travel a major factor when considering traffic congestion
issues. Currently, I-35 is typically comprised of two general-purpose
lanes in each direction serving 50,000 to 90,000 vehicles daily, except
that the Williamson County segment already has three general-purpose
lanes in each direction. The concept for the study would be to convert
one lane in each direction to a managed lane. This would reduce the need
for costly construction, utilizing existing capacity more efficiently.
The proposal will also study adding capacity and examine how value
pricing can potentially be used as a tool for existing and future
management of travel demand in the corridor and how alternative pricing
strategies can be utilized. One consideration is to require all vehicles
to be equipped with transponders to use the facility from the outset.\
\
The proposal would potentially lead to implementation of a managed lanes
approach as an alternative to construction in a congested corridor with
limited alternatives. The original proposal submitted is attached.\
\
***Pre-Implementation Study***: Awarded January 2006

***January -- March 2006 Update***: Working to execute Cooperative
Agreement

[For More Information Contact]{.underline}: Andy Petter, Texas
Department of Transportation, (940) 322-1634 <apetter@dot.state.tx.us>

## TEXAS: IH-10 Value Priced Express Lanes in San Antonio 

This project will examine the use of value pricing on IH-10 on a 19-mile
segment between IH-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. The original proposal submitted is
attached.\
\
***Pre-Implementation Study***: Awarded January 2006

***January -- March 2006 Update***: Working to execute Cooperative
Agreement

[For More Information Contact]{.underline}: Judy Friesenhan, Planning
Engineer, Texas Department of Transportation; 210/615-5814; e-mail:
<jfriese@dot.state.tx.us>.

## TEXAS: Loop 1 HOT Lane Enforcement and Operations 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. The original proposal submitted is attached.\
\
**Pre-Implementation Study**: Awarded January 2006

***January -- March 2006 Update***: Working to execute Cooperative
Agreement

[For More Information Contact]{.underline}: Judy Friesenhan, Planning
Engineer, Texas Department of Transportation; 210/615-5814; e-mail:
<jfriese@dot.state.tx.us>.

## TEXAS: Managed 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 may be upgraded with up to six managed lanes
(three in each direction). The proposed lane configuration would vary --
the West Section would have six managed lanes, the East Section from
US-75 to I-30 would vary from having four managed lanes (two in each
direction) to having two reversible lanes to I-30. The LBJ managed lane
project design uses variable tolling to provide free-flowing traffic
conditions and connections to transit centers to support Bus Rapid
Transit (BRT). This project is being actively implemented as a
"Comprehensive Development Agreement" (CDA) geared toward a concession
approach.

***Project Status***: The LBJ did not receive direct Value Pricing
Funds; however the project has established the authority to toll through
the completed VPPP Regional Study initiated in 2002.

Results of this effort can be found at
<http://www.nctcog.org/trans/mtp/valuepricing/index.asp>.

***January - March 2006 Update***: Based on the presented schedule at
the CDA workshop TxDOT is as actively working to meet that schedule. The
four received qualification submittals have all been short-listed. The
level of Local, State and Federal funding that has been identified for
the project is \$420 million dollars. Combining this with potential
equity, traffic and revenue available bonds and other sources structured
as a concession. TxDOT is evaluating the entire corridor to this
approach. The CDA is a solicited request for qualifications to develop,
design, construct, finance, maintain, and operate the proposed tolled
managed lanes and the rest of the facility. The base initial project
would be along I-635 from US 75 to I-35E and then south to the
I-35E/Loop 12 split. The remainder of the project would be included as
time, resources and mobility needs dictate. The Region and TxDOT are
actively developing Regional and Project specific Managed lane policies
to augment this effort.

A key aspect of the approved project includes the two sections of EB and
WB I-635 in U-wall, cantilever, cut-n-cover tunnel and mined tunnel
sections. To support this effort due diligence has been completed for a
geological exploration program, drainage study, sub-surface utilities,
right-of way, value engineering and traffic and revenue studies. This
work has been packaged into project data documents and has been made
available. Additionally, the \"Investment Grade Traffic and Revenue
Study\" findings have been made available on the internet. ***In January
2006 a CDA workshop was held in Austin by TxDOT***. At this meeting the
CDA program and schedules were discussed.

Additional project information can be found at the project web site:
[http://www.635project.org](http://www.635project.org/)

[For More Information Contact]{.underline}: John Hudspeth, P.E.
CDA/Tollway Office; Phone 214/320-4490, <jhudsp1@dot.state.tx.us>

## TEXAS: Managed Lanes on the Katy Freeway in Houston

Katy Freeway (IH 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 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 Managed Lanes project did not
receive Value Pricing Funds, however the project established the
authority to toll through the VP Program in 2002

> ***January-March 2006 Update***: There was no change this quarter as
> construction continues on eight of the nine sections of the roadway:
>
>  
>
>          IH 10/IH 610 (West Loop) interchange,
>
>          East of Kirkwood to East of Beltway 8 this includes the BW 8
> direct connectors
>
>          East of Eldridge to East of Kirkwood
>
>          SH 6 to west of Grand Parkway
>
>          West of Grand Parkway to the Harris/Fort Bend County Line
>
>          East of Beltway 8 to East of Campbell
>
>          East of Campbell to East of Silber
>
>          West of SH 6 to East of Eldridge
>
>  
>
> To date, all sections under construction are still on or ahead of
> schedule. The last section to go for bid is located east of IH 610 and
> is scheduled for letting in January 2007.

[For More Information Contact]{.underline}: David Fink, Texas Department
of Transportation; Phone (713) 881-3063**,**
<dfink1@houstontranstar.org>.

## TEXAS: Managed Lanes on I-30/Tom Landry in Dallas

This study is expected to lead to implementation of value pricing
concepts on I-30 in Dallas-Ft. Worth, TX. The I-30 (Tom Landry) Freeway
is currently undergoing a staged reconstruction process. Initially the
staged construction plans were to have upwards of four and five lanes of
mixed-flow traffic in each direction, with a single reversible HOV lane

## 

***Pre-Implementation Funds Awarded**: 2005 **Anticipated Completion
Date**: 2008*

***January -- March 2006 Update***: This project was selected for FY
2005 VPPP funds in November 2004. The project development team is in the
final stages of refining the lane designations for the I-30 managed
lanes to be comprised of an expanded reversible facility. From downtown
Dallas to the City of Arlington, the managed lane facility will have two
reversible lanes before feeding a one lane concurrent section in
Arlington heading toward Fort Worth. The project will be phased in its
implementation. Initially slip ramps will be used to access the
facility. Later, elevated wishbone (braided) ramps will be constructed
for access to/from the managed lanes with nearby park-n-ride facility. A
future direct connection access to and from Loop 12 will be constructed
as funds become available. The project is being designed to accommodate
a dual lane split declaration lane concept to facilitate and ease HOV
and SOV operations in the tolling zone. Next quarter we will attempt to
convey the concept with an attachment document.

This project has been reinforced as an early demonstration project from
the recently completed "2005 Regional Value Pricing Corridor Evaluation
and Feasibility Study\". Details of this selection can be found in the
completed report on the North Central Texas Council of Governments web
site at <http://www.nctcog.org/trans/mtp/valuepricing/index.asp>.

In that regard, the planning and design team is in the process of
submitting a schematic and planning environmental document to support
the managed lane project as described. As approvals are obtained and the
final design proceeds, the incorporation of the VPPP funds will be
included in the process.

An interesting program that is falling out of this effort is the
potential to develop a flexible HOV occupancy/credit system to improve
safety and reliability of the system. The early aspects of developing
this Dallas Fort Worth Managed Lane Policy have started.

Activities planned for the next quarter include refinement of the toll
collection and enforcement mechanisms to feed the final design effort.
This project is scheduled for letting in January of 2007. By that time
implementation of the study to incorporate value pricing components
and/or monitoring mechanisms will be in place when the project is open
to traffic.

[For More Information Contact]{.underline}: Matthew MacGregor, P.E.,
Texas Department of Transportation; CDA/Tollway Director Dallas
District, Phone 214/319-6571, <mmacgre@dot.state.tx.us>.

## TEXAS: Managed Lanes on I-35 in San Antonio

The San Antonio district of the Texas Department of Transportation
(TxDOT) is evaluating managed lane options for a 15-mile section of the
Northeast Corridor (I-35). Public involvement has been a key in
developing the I-35 project to date. Pre-project studies have 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 is San Antonio's first VPPP grant.

The purpose of the project is to evaluate potential operating
strategies, including value pricing, which could be used as tools to
manage travel demand on I-35. Alternative pricing scenarios can 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
is expected to show congestion-reducing benefits on a 15-mile stretch of
the Northeast Corridor.

Implementation of managed lanes is highly likely, as it is already part
of the planned freeway expansion project. Plans for additional public
input (via public meetings and individual stakeholder meetings) are
planned.

***Pre-Implementation Funds Awarded**: 2003 **Anticipated Completion
Date**: 2006*

***January -- March 2006 Update***: No update provided.

[For More Information Contact]{.underline}: Judy Friesenhan, Planning
Engineer, Texas Department of Transportation; 210/615-5814; e-mail:
<jfriese@dot.state.tx.us>.

## 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 project would convert the existing HOV lanes on
SR 167 within King County/Seattle, Washington to HOT lanes, from I-405
in Renton to Southwest 15^th^ Street in Auburn without expansion of the
existing freeway. This study will evaluate the ability of the HOT lane
concept to control congestion and generate revenue; assess the
socio-economic impacts; and assess the level of public interest this
effort will potentially lead to implementation of value pricing concepts
on SR 167 in the Puget Sound Region.

The project received FY 2005 VPPP funds in November 2004. 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 I-405 in Renton to Southwest 15^th^ Street
in Auburn, Washington. This four year pilot project will evaluate the
ability of the HOT lane concept to mange 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.

***Pre-Implementation Funds Awarded**: 2004 **Implementation Funds
Awarded**: 2005 **Anticipated Completion Date**: 2007*

***January -- March 2006 Update***: The project was funded in November
2004. 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 I-405 in Renton to
Southwest 15^th^ Street in Auburn, Washington. This four year pilot
project will evaluate the ability of the HOT lane concept to mange
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.

The first phase of the project was completed in April 2006 which
includes 15% design, a Concept of Operations Plan and environmental
documentation (Documented Category Exemption). The project is advancing
into Phase 2 which includes writing the procurement document for the
tolling elements of the project and design, bid and the build contract
for the

civil portion of the project. It is anticipated that Phase 2 will be
completed in January of 2007.

[For More Information Contact]{.underline}: Carol Hunter, Project
Manager, Urban Planning Office, Washington State DOT, (206) 464-1219,
<Hunterc@wsdot.wa.gov>

# [PRICING ON TOLL FACILITIES]{.underline} 

## 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 most entrances to the
facility in February 2002. The premium was calibrated 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. Evaluation results showed that there was
a net reduction of 2.7 percent in total traffic along with a net
increase of 5.8 percent in toll revenue due to the premium tolls.

***Implementation Funds Awarded**: 2001 **Anticipated Completion Date**:
2006*

***January -- March 2006 Update***: Nothing new to report.

[For More Information Contact]{.underline}: David Lowe, San Joaquin
Hills Transportation Corridor Agency; phone: 949-754-3488,
<lowe@sjhtca.com>

## FLORIDA: Bridge Pricing 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 50 percent toll discount is provided for trips
made during the half-hour period before the morning peak of 7:00-9:00
a.m. and in the 2-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 71 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 Complete:** This project was originally funded with Congestion
Pricing Funds. Information on the project study results along with final
reports can be accessed at the following website*
[www.leewayinfo.com](http://wwwcf.fhwa.dot.gov/exit.cfm?link=http://www.leewayinfo.com)

***October -- December 2005 Update***: This successful Value Pricing
Pilot Program (VPPP) project is still operating. There is nothing new to
report.

[For More Information Contact]{.underline}: 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; gilbersm@leegov.com

## FLORIDA: Extension of Value Pricing to the Sanibel Bridge and Causeway

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. The original proposal is attached.\
\
***Implementation Study Awarded:*** January 2006

***January -- March 2006 Update***: Working to execute Cooperative
Agreement

[For More Information Contact]{.underline}: Amelia Davies, Lee County
Department of Transportation; Phone (239) 479-8718; <adavies@leegov.com>

## FLORIDA: Variable Tolls along 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 Complete*:** The final report**,** Sawgrass Expressway: Study
of New Technologies March 2005 will be available soon.

[For More Information Contact]{.underline}: Randy Fox, AICP -- Turnpike
Planning Manager, Phone (407) 532-3999, 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 Bridge Pricing
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 Complete***: The project was implemented in December 2003. The
monitoring and evaluation study was completed, February 2005. The
Executive Summary and Table of Contents can be accessed on the Highway
Community Exchange Website at:
<http://knowledge.fhwa.dot.gov/cops/hcx.nsf/384aefcefc48229e85256a71004b24e0/0aa49a654a697d2c85256db9004db2aa?OpenDocument>

[For More Information Contact]{.underline}: Kris Cella, Cella &
Associates, Inc.; Phone 239-337-1071; e-mail
[**kcella@cella.cc**](mailto: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; <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 Complete***: A final report and executive summary is available
on FHWA's Community of Practice website at
[http://knowledge.fhwa.dot.gov/cops/hcx.nsf/home?openform&Group=Value%20Pricing&tab=REFERENCEBYALPHA](http://knowledge.fhwa.dot.gov/cops/hcx.nsf/home?openform&Group=Value Pricing&tab=REFERENCEBYALPHA)
, click on the project name.

## 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 outreach, and traffic and socioeconomic
impact analysis.

***Pre-Implementation Funds Awarded* 2003:** Variable pricing was
introduced in January 2005. The Tollway is now evaluating the impacts of
the new toll rate structure. ***Anticipated** **Completion Date:***
September 2006

***January - March 2006 Update*:** 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 January 1, 2005. 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 which is called I-PASS on the Illinois Tollway.
Passenger car users of I-PASS received no toll increase while cash
payers had the tolls doubled. 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.

A poster presentation was made at the Transportation Research Board
Annual Meeting in January concerning the results of the toll rate change
on user choices. Data on Illinois Tollway usage characteristics for 2005
(with the new toll rate structure) was compared to data for 2004 (under
the old rate structure). The comparison showed a dramatic increase in
participation in electronic toll collection and a relatively mild impact
on overall usage levels with the higher toll rates. The impact of the
time of day differential pricing for commercial vehicles was explored
from several different angles. The conclusion was the differential did
little to change time of day patterns for commercial vehicles.

[For More Information Contact]{.underline}: Eugene Ryan, Wilbur Smith
Associates, phone: (630) 434-8111 <eryan@wilbursmith.com>; or Dean
Mentjes, Mobility Engineer, FHWA, phone: (217) 492-4631
<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 introduction of variable tolls has improved traffic flow and
provided associated air pollution and energy consumption benefits.
Preliminary data show that value pricing is working to shift traffic out
of the peak period. Most of the recent growth in traffic on the Turnpike
has been in the off-peak hours, with total traffic up by around
seven percent, but morning peak traffic up by only six percent and
afternoon peak traffic up by only four percent. The proportion of daily
Turnpike traffic accounted for by the morning peak dropped from
14 percent to 13.8 percent, and the afternoon peak's share of traffic
decreased from 14.7 percent to 14.3 percent. However, these changes need
to be studied carefully before drawing any conclusions related to the
impact of value pricing program.

***Study Complete***: The Evaluation Study of the New Jersey Transit
Authority\'s Time of Day Pricing Initiative final report was completed
in May 2005. The final report can be accessed on the FHWA Highway
Community Exchange site at:
<http://knowledge.fhwa.dot.gov/cops/hcx.nsf/384aefcefc48229e85256a71004b24e0/ba2414ce1eac182685256dc500674090?OpenDocument>

[For More Information Contact]{.underline}: Kaan Ozbay, Ph.D.,
University Principal Investigator, Rutgers University; phone
732/445-2792; fax 732/445-0577; email <kaan@rci.rutgers.edu>.

## NEW JERSEY: Variable Tolls on Port Authority Interstate Vehicle 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 + increased / start carpooling (1.8%); Decreased number of trips
during peak and increased during off peak (1.5%); Decreased number of
trips during both peak and off peak (1.3%); and Increased use of public
transportation + switched to E-ZPass (1.2%)

The analyses conducted using a data set collected for another purpose
for the PANYNJ indicate that among E-ZPass users who are aware of the
off-peak discount program, 16% had changed their travel schedules to
enjoy the off-peak discounts. This represents 7.68% of the E-ZPass users
and 5.33% of the total number of users. The data also suggest that
carriers are responsive to receivers' desires in terms of delivery
times. 93% of the carriers that indicated they cannot change delivery
times, cited receivers' opposition as the key factor. The project team
will corroborate these findings using a survey targeting commercial
carriers.

***Study Complete.*** The Evaluation Study of the Port Authority of New
York and New Jersey\'s Time of Day Pricing Initiative final report was
completed in March 2005. The final report can be accessed on the FHAW
Highway Community Exchange website at:
<http://knowledge.fhwa.dot.gov/cops/hcx.nsf/384aefcefc48229e85256a71004b24e0/f28934ff571ff3c685256db10063e81b?OpenDocument>

[For More Information Contact]{.underline}:

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 designed to assess the feasibility of pricing a new managed lane
application 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 the regular travel lanes bus passengers.
Since the XBL has reached its capacity, the PANYNJ is assessing the
physical and operational feasibility of adding a second XBL to the Route
495 corridor on weekday mornings.

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
new bus lane. A second phase of this study will provide an assessment of
potential commercial vehicle applications in a new 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.

This project will evaluate an array of pricing alternatives that allow a
vehicle mix that ensures a travel time advantage in the new managed
lane, while also improving overall passenger throughput and travel time
reliability during the weekday a.m. peak period. The major benefit of
this study is in the increased service level for buses through more
reliable travel times. This enhanced service would meet increased demand
for buses and may potentially increase bus ridership.

***Pre-Implementation Funds Awarded: 2004 Anticipated Completion Date:
2007***

***January - March 2006 Update***:  A full RFP encompassing the original
pricing study and the added commercial vehicle elements is complete and
pending release in May 2006.  Efforts to define physical and operational
alternatives for accommodating an additional express bus lane have been
progressing well.  Two operational and three physical expansion options
are undergoing detailed traffic impact analyses to identify the most
promising physical means of accommodating a HOT Lane in the corridor. 
As alternatives are evaluated by the study team, comprised of the
PANYNJ, NJDOT, and NJ Turnpike, findings will be discussed with primary
bus carriers and local interests.  The outcome will provide a clear
foundation of the physical options that the pricing study can apply in
surveying customers about service levels and utilization of excess
capacity on the proposed managed lane.  Additional public briefings are
planned for the third quarter of 2006, which will introduce the leading
alternatives and the pricing surveys that will be undertaken.

[For More Information Contact]{.underline}: Mark Muriello, PANYNJ,
Assistant Director (212) 435-4836 telephone, <mmuriello@panynj.gov>.

## OHIO: Northern Ohio Freight Efficiency Study

Truck use on the Ohio Turnpike is low relative to total truck travel in
the corridor that encompasses both the turnpike and many parallel
arterial roadways. Recent expansion of the turnpike has left it
underutilized. By contrast, parallel State routes are more congested,
and some of these routes carry 30-50 percent trucks.

Studies show a link between arterial congestion and the turnpike tolls.
One study found that 70 percent of truck drivers using an arterial
roadway through one town do so to avoid a turnpike toll. Local
government officials have been pressuring the State to build bypass
roadways around their towns. The estimated cost to construct all
requested bypasses would exceed \$100 million. This study will explore
turnpike truck toll discounts as an alternative to, or at least a means
to reduce the need for, construction of bypasses.

Project goals are to identify whether value pricing can attract traffic
from parallel routes onto the turnpike, and to develop and recommend a
pricing strategy to encourage trucks to use the less congested Ohio
Turnpike. The project includes substantial public outreach and
participation by government and non-governmental organizations. A
pricing structure will be developed to alleviate truck-caused arterial
roadway congestion with no or minimal construction of new bypass routes
and without substantially increasing turnpike congestion.

***Project Closed:*** ODOT used state funds to implement a discount toll
program and decided to withdraw from the Value Pricing Program.

[For More Information Contact]{.underline}: Howard Wood, Ohio Department
of Transportation, (614) 466-2255,
[**howard.wood@dot.state.oh.us**](mailto:howard.wood@dot.state.oh.us).

## PENNSYLVANIA: Variable Tolls on the Pennsylvania Turnpike 

The project has involved a study of the potential for value pricing
strategies to alleviate congestion; to facilitate the timely, efficient,
and economical movement of commercial vehicles to industrial and
commercial destinations; and to improve the movement of daily commuter
vehicles to and from the workplace. Concurrent with the value pricing
study, the Pennsylvania Turnpike Commission (PTC) has implemented
electronic toll collection (E-ZPass) for travel between the ticket
interchanges on its mainline system. The PTC is currently equipping
additional lanes with E-ZPass, which would facilitate the implementation
of variable tolls should the Commission decide to do so. This work has
been accomplished without federal funds.

Meanwhile, the marketing and growth of E-ZPass usage has temporarily
alleviated much of the congestion previously being experienced in the
Philadelphia and Pittsburgh urbanized areas served by the Turnpike.

***Study Complete*:** The Summary Final report can be accessed at:
[http://knowledge.fhwa.dot.gov/cops/hcx.nsf/All+Documents/750C4F311CB4924A85256DC500657FE0/\$FILE/Summary%20PA%20Turnpike%20Final%20Report.pdf](http://knowledge.fhwa.dot.gov/cops/hcx.nsf/All+Documents/750C4F311CB4924A85256DC500657FE0/$FILE/Summary PA Turnpike Final Report.pdf)

[For More Information Contact:]{.underline} Robert J. Smith, Director of
Finance, PA Turnpike; phone (717) 939-9551, x 2432,
<rsmith@paturnpike.com>, or George L. Hannon, Special Assistant, PA
Turnpike, (717) 939-9551, x 5124, <ghannon@paturnpike.com>.

# [USAGE-BASED VEHICLE CHARGES]{.underline} 

## CALIFORNIA: Car Sharing in the City of San Francisco

City CarShare is the nation\'s only non-profit, fully automated
car-sharing program. It is located throughout the City of San Francisco,
and expanding rapidly throughout the Bay Area. Prior to the end of the
study, there were 2,700 members sharing 80 vehicles, located in the
cities of San Francisco, Oakland, Berkeley, Palo Alto, and Mountain
View, and at twelve Bay Area Rapid Transit stations. Surveys of members
and a comparable group of non-members (located in similar neighborhoods,
but without convenient car sharing) suggest a decrease in driving from
members, reduction in gasoline consumption and emissions, and sizable
dollar and travel time savings, suggesting that cars were used to
replace some of the least convenient off-peak transit trips. Future
surveys will seek to identify how vehicle ownership and residential
location choices, when combined with the availability of car sharing,
affect travel patterns.

***Study Complete***: Existing reports prepared by Prof. Robert Cervero
are available on FHWA's Community of Practice website at:
[http://knowledge.fhwa.dot.gov/cops/hcx.nsf/home?openform&Group=Value%20Pricing&tab=REFERENCEBYALPHA](http://knowledge.fhwa.dot.gov/cops/hcx.nsf/home?openform&Group=Value Pricing&tab=REFERENCEBYALPHA)
click on the project name. Final report by Dr. Cervero expected no later
than Spring 2006.

[For More Information Contact]{.underline}: Larry Magid, Executive
Director; phone 415.995.8588 x305, email <larry@citycarshare.org>;
www.citycarshare.org

## GEORGIA: Simulation of Pricing on Atlanta's Interstate System

This test will assess the effects of converting fixed automotive
insurance costs into variable driving costs. The research is monitoring
one full year of baseline travel activity for approximately 285
participating households. Approximately 500 vehicles in these households
are equipped with instrumentation that monitors the second-by-second
vehicle speed and position for every trip. Travel diaries and employer
commute options surveys were also collected from each participating
household and employer (as well as from a control group). In Phase II of
the study, the impact of mileage-based insurance incentives will be
examined. Households that reduce their household miles of travel will
receive quarterly insurance rebates in accordance with their
mileage-based rate schedule (annual insurance premium divided by
baseline mileage). Households that continue their pre-existing driving
patterns or increase travel will not be penalized. In Phase III,
risk-based incentives (insurance rebates as a function of where, when,
and how the vehicles are driven) will be examined. The research team
will monitor the changes in driving patterns and will use statistical
analyses of household characteristics, vehicle travel, and relevant
employer survey data (parking costs, transit accessibility, etc.) to
examine the relationships between the incentives offered and subsequent
travel behavior changes. Phases II and III will provide extensive data
for the first time on how commuters respond to various types of pricing
policies. This will allow evaluation of the impacts of pricing policies
on travel behavior, and will provide data from real-world experience to
improve the ability of regional travel demand models to estimate the
impacts of various types of pricing alternatives.

**Pre-Implementation Funds Awarded:** 2001 **Anticipated Completion
Date**: 2007

***January - March 2006 Update:*** The project team has completed
initial mileage and incentive calculations for the second quarter of the
Phase II initiative (January - March 2006). In January, after performing
a complete QA/QC analysis of both baseline and current month travel for
each household and each vehicle, we determined that complete mileage
information was available for 89 households.

In the last reporting period, the team identified large VMT reduction in
the first quarter of the pricing period.

The team will continue to implement the standard cent/mile pricing at 15
cents/mile over the next three months and is currently preparing to
implement the real-time congestion pricing program this summer. Case
study analysis of the Phase II data will continue for the next six
months.

[For More Information Contact]{.underline}: Randall Guensler, Georgia
Institute of Technology; Phone 404-894-0405,
<randall.guensler@ce.gatech.edu>.

## MINNESOTA: Variabilization of Fixed Auto Costs 

The Minnesota Department of Transportation and its consultant team led
by Cambridge Systematics have begun a demonstration of how drivers
change their travel behavior when some of the fixed costs of owning and
operating a vehicle are converted to variable costs. The pilot project
simulates conversion of vehicle lease or insurance pricing from
traditional fixed payments to payments based on actual miles driven.
This demonstration is expected to help lease companies consider
structuring incentives to reduce miles driven over the life of the
lease, thus improving the resale value of vehicles, and to help
insurance companies better understand the mileage-based insurance
market.

The Minnesota Department of Transportation and its consultant team led
by Cambridge Systematics are continuing the demonstration of how drivers
change their travel behavior when some of the fixed costs of owning and
operating a vehicle are converted to variable costs. The pilot project
simulates conversion of vehicle lease or insurance pricing from
traditional fixed payments to payments based on actual miles driven.
This demonstration is expected to help lease companies consider
structuring incentives to reduce miles driven over the life of the
lease, thus improving the resale value of vehicles, and to help
insurance companies better understand the mileage based insurance
market.

***Study Complete***: The study was completed in November 2005. The
final report should be available by February 2006.

***January -- March 2006 Update***: The eight-month experiment finished
in February 2005, and all participants were given an exit survey. The
data was subjected to extensive review and cleaning. A database has been
built to allow for analysis and development of behavioral models.
Driving behavior resulting from pricing and the exit survey has been
analyzed. A draft final report has been prepared and is now undergoing
review and comment by the project advisory committee. Results of the
demonstration were reported to the Transportation Research Forum at New
York University in late March. A final meeting with the consultant team
is scheduled for May, 2006.

[For More Information Contact]{.underline}: Kenneth R. Buckeye, Mn/DOT,
ph: 651.296.1606, Fax: 651.215.0443, E-mail:
<kenneth.buckeye@dot.state.mn.us>; Jeffrey Buxbaum, Cambridge
Systematics, Inc. 617.354.0167, E-mail: <jbuxbaum@camsys.com>.

## OREGON: Mileage-Based Road User Fee Evaluation

Road User Fee Task Force. Under a mandate from the Oregon State
Legislature, the Road User Fee Task Force (RUFTF) has examined various
revenue raising alternatives for replacing the fuels tax as the primary
source of revenues for Oregon's roads. The Oregon Department of
Transportation (ODOT) is administering the task force. The driving
motivation behind this effort is concern over the steadily eroding
purchasing power of the fuels tax, a phenomenon resulting from: a) the
fact that the fuels tax is not indexed for inflation; b) a general
reluctance on the part of voters to approve periodic increases in the
tax rate; and c) continued increases in the fuel efficiency of new
vehicles, especially hybrids and alternative-fuel vehicles. Given these
issues, the Legislature asked the task force to evaluate the potential
of alternate strategies to replace the fuels tax, focusing in particular
on technical strategies for implementing a mileage-based charge and
congestion pricing. The Oregon Department of Transportation (ODOT) will
soon test the mileage-based fee and area pricing in a pilot program.

ODOT Road User Fee Pilot Program. ODOT is conducting a test designed to
demonstrate the feasibility of area-wide, mileage-based road user fees
as well as congestion pricing. The pilot test is designed to demonstrate
the technical and administrative feasibility of implementing an
electronic collection system for mileage-based user fees and congestion
tolls. The on-board technology was demonstrated in May of 2004.
According to the current schedule, 20 trial vehicles will be equipped
with the on-board devices in fall of 2005. In the spring 2006, after
verifying successful functionality, 280 trial participants in Portland,
Oregon, will have the on-board equipment added to their vehicles. For a
period of one year, participants will pay distance charges rather than
the fuels tax (when they fill up at the station, the fuels tax will be
deducted from the bill and the mileage charge will be added).

At the conclusion of the study, ODOT expects to have demonstrated the
feasibility of both mileage-based user fees and congestion pricing. ODOT
intends to draft model legislation that will enable the Oregon State
Legislature to consider adopting these programs on a state-wide basis
beginning in 2007.

***Pre-Implementation Funds Awarded**: 2002 **Implementation Funds
Awarded:** 2004*

***Anticipated Completion Date**: 2007*

***January - March 2006 Update***: During the first quarter of 2006,
ODOT began recruiting volunteers and officially kicked off the Road User
Fee Pilot Program. A regional print advertising campaign was launched to
generate interest in the pilot program. Qualifying individuals attend
evening meetings where they are briefed on the pilot and asked to sign
official paperwork at that time. ODOT is on track to recruit the
necessary participants. Installation of the on-board equipment will
begin April 17, 2006.

Website:
[www.oregon.gov/ODOT/HWY/OIPP/ruftf.shtml](http://www.oregon.gov/ODOT/HWY/OIPP/ruftf.shtml)

[For More Information Contact]{.underline}: Mr. James M. Whitty, at
503-986-4284, <jim.whitty@odot.state.us> or Betsy Imholt, at
503-986-4077, <betsy.imholt@odot.state.or.us>.

## WASHINGTON: Global Positioning System (GPS) Based Pricing in the Puget Sound Region

In this pilot, meters will be placed in the vehicles of voluntary
participants. Different prices per mile will be imposed depending upon
the location and time of travel. Drivers will be made aware of the
pricing both though maps and other printed material, as well as a
real-time read-out on the in-vehicle meter. By relying on "In-Vehicle
Meters," the need for expensive wayside antennae is eliminated, and even
arterial roads can be priced cost-effectively. At the start of the
pilot, participants will receive a billing account with a positive cash
balance. Any cumulative in-vehicle meter charges will be debited against
this balance. Any funds remaining in the account at the end of the pilot
may be kept by the participants. This "hold-harmless" study design gives
participants the opportunity to participate without committing their own
funds, yet gives them the incentive to adjust their driving behavior so
as to enjoy the surplus remaining in the account at the end of the
experiment.

***Pre-Implementation Funds Awarded**: 2002 **Implementation Funds
Awarded:** 2005*

***Anticipated Completion Date**: 2008*

> ***January -- March 2006 Update***:  Pre-toll data collection
> operations for the project began in February 2005. Toll operations
> began on July 1, 2005 and were completed on March 31, 2006. All the
> technical systems for the project were fully operational over the
> course of data collection. Web-based participant accounts were
> established, and the user interface successfully provided access to
> household-level travel information, account balance, invoices, and
> customer support. Toll values were displayed in the participant
> on-board-units along with the name of the road being tolled. Toll maps
> and tariff model graphics were provided to participants in printed
> format as well as on the web page. The tolling phase of the project
> has been completed and no major problems were encountered. Over the
> next few months the analytical team will be performing preliminary
> analysis on the data collected to date. Also the project team will
> begin processing participant payment and conduct some qualitative
> research relating to participant experiences and perceptions.

[For More Information Contact]{.underline}: Matthew Kitchen, Puget Sound
Regional Council; 1011 Western Avenue, Suite 500, Seattle, WA
98104-1035; 206.464.6196; <mkitchen@psrc.org>.

#  

# ["CASH-OUT" STRATEGIES]{.underline}

## WASHINGTON: Parking Cash-Out and Pricing in King County 

The King County Parking Cash Out demonstration project was designed to
implement Parking Cash Out and other parking management strategies in
downtown high-rises in cooperation with building owners and employers.
The purpose was to provide building owners or managers with incentives
to shift existing parking supply to carpool, vanpool, or short-term
parking; and to reduce the supply and increase the cost of
single-occupant monthly vehicle parking. Unfortunately, the serious
downturn in the Seattle economy has stalled implementation. However,
preliminary results indicate that for the 167 employees offered Parking
Cash Out thus far, 17 (over 10 percent) took the cash in lieu of the
parking, resulting in an annualized reduction of over 82,000 vehicle
miles traveled.

***Study Completed 2004*.** The final report can be accessed the FHWA
Highway Community Exchange Website at:
<http://knowledge.fhwa.dot.gov/cops/hcx.nsf/384aefcefc48229e85256a71004b24e0/a19c77018189d09f85256dba0063d8f4?OpenDocument>

[For More Information Contact]{.underline}: Kathy Koss, King County
Metro; 206.684.1649, fax: 206.684.2058, <Kathy.Koss@metrokc.gov>; 400
Yesler Way, M.S. YES-TR-0600, Seattle, WA 98104.

## WASHINGTON: Cash-Out of Cars in King County 

The *Way to Go, Seattle!* \"One-Less-Car Demonstration Study\" asks
households to use one less car and keep daily records of how they got
around. Households were provided with information on how much their car
actually costs to own and operate, as well as information on how to get
around by biking, busing, and walking. Participant households are
provided with a weekly study stipend during this time to simulate the
financial savings they would realize if they were to actually sell one
of their cars (the national average cost of owning/operating a second
car is \$85 per week). Daily records, odometer readings, and anecdotal
stories are analyzed to document costs and to understand whether or not
households made significant behavior changes such as consolidating
trips, carpooling, taking transit, biking, or walking.

The eighty-six participant households reduced total miles driven by
41,463, or an average of 1,974 miles not driven per week. Likewise,
participants collectively saved a total of 8,003 fewer car trips, or an
average of 381 fewer trips per week. Finally, the eighty-six households
reduced total CO~2~ emissions by 30,198 pounds, or an average of 1,438
pounds per week. Additionally, 20 percent sold their "extra" car after
participating in the study or during the selection process.

***Study Complete*:** The Final Report with stand-alone Executive
Summary, Replicability Package, and grant obligations is complete. 50
CD-Rom copies of the Replicability Package disc were duplicated.
Arrangements were also made to post all of the Replicability Package
documents on the project webpage
([www.seattle.gov/waytogo](http://www.seattle.gov/waytogo)).

A pilot version of the \"One Less Car Challenge\" was launched in
September 2003. The Challenge was based on the results of the
Demonstration Study that showed that many types of households from all
over Seattle were able to reduce drive-alone car trips, and the
accompanying mileage and emissions, when given information about 1) the
availability multi-modal transportation choices and 2) the actual costs
of owning and operating their second (and in some cases their primary)
car.

[For More Information Contact]{.underline}: Ms. Jemae Hoffman, Mobility
Manager for the Policy, Planning, and Major Projects Division of Seattle
Department of Transportation; Phone: 206/684-8674; Fax: 206/684-5180;
Email: jemae.hoffman@seattle.gov or visit
[www.seattle.gov/waytogo](http://www.seattle.gov/waytogo).

# [REGIONAL PRICING INITIATIVES]{.underline}

## FLORIDA: Sharing of Technology on Pricing

The Federal Highway Administration, the Organization for Economic
Cooperation and Development (OECD), the Transportation Research Board
(TRB), and the Florida Department of Transportation collaborated in
sponsoring an international symposium to set the stage for consideration
of wider implementation of innovative pricing strategies to meet
congestion relief, emission reduction, and fiscal objectives. The
symposium assembled key pricing experts from across the U.S. and
overseas and provided a unique opportunity to synthesize the lessons
learned about pricing policies throughout the world. It generated a
greater understanding of economic, institutional, and administrative
issues and concerns relating to pricing strategies, and is expected to
provide invaluable impetus for broader consideration of value pricing
strategies throughout the U.S.

***Study Complete***: The symposium was held in Florida at the Sonesta
Beach Hotel Key Biscayne, Key Biscayne, Florida on November 19--22,
2003. It explored U.S. and international applications of road pricing
strategies in different governmental and socio-economic settings. Case
studies from the United States, Europe, and Asia were the principal
focus of the symposium. An international group of participants discussed
the rationale and motivations for implementing pricing; factors
affecting the political and public acceptance of pricing strategies; the
use of pricing revenues; and project outcomes. Drawing on papers,
presentations, and symposium discussions, the TRB Steering committee
evaluated the current state of practice, assessed future directions and
opportunities, and identified research and information needs.

The final report can be accessed on FHWA's Highway Community Exchange
Website at:
<http://knowledge.fhwa.dot.gov/cops/hcx.nsf/384aefcefc48229e85256a71004b24e0/9c1501c3320f3fe485257067004941e3?OpenDocument>

## GEORGIA: GA-400 Variable Pricing Institutional Study in Atlanta

This is a new project. The State Road and Toll Authority 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. The original proposal is attached.\
\
***Pre-Implementation Study Awarded:*** January 2006 ***Anticipated
Completion Date:** 2008*

***January -- March 2006 Update***: The Study team is working with the
Georgia Department of Transportation and the Federal Highway
Administration's Georgia Division Office to secure and encumber the
funding made available in January. Draft requests for proposals have
been developed and are awaiting funding and process approvals before
released.

Next Steps: Release a RFP for the study in June and give notice to
proceed before August 2006.

[For More Information Contact]{.underline}: Erik Steavens, State Road
and Tollway Authority, (404) 893-6139 <esteavens@georgiatolls.com>

## MARYLAND: Feasibility of Value Pricing 

In the 2001 legislative session, the Maryland General Assembly directed
the Maryland

Department of Transportation (MDOT) to examine the potential for
variable pricing strategies in highway project planning; and include
such strategies in metropolitan and statewide transportation planning to
boost transportation efficiency and equity, expand travel choices, and
reduce emissions. In June 2001, former Governor Parris N. Glendening
decided to remove consideration of High Occupancy Toll (HOT) lanes from
Maryland transportation plans. The former Governor's decision was based
on the perceived inequity of linking an easier commute with a person's
ability to pay. However, in the fall of 2002, the former Governor's
Office of Smart Growth initiated a revised feasibility study of value
pricing. The feasibility study will investigate and address equity
issues that arose during the previous project, using the concept of
"credits" (as in FAIR lanes) and smart card technology. The revised
study scope includes developing initial alternatives, appraising new
technology, developing a plan for public outreach, defining a concept
test plan, and devising an implementation plan and evaluation process.

***Pre-Implementation Funds Awarded***: 1999 ***Study Amended: 2005***
***Anticipated Completion Date***: 2007

***January -- March 2006 Update***: Nothing provided.

[For More Information Contact]{.underline}: Mr. Terrance Hancock at the
Maryland State Highway Administration. Phone: 410-545-5666,
1-888-204-4828; Fax: 410-209-5014; or E-mail:

<thancock1@sha.state.md.us> .

## MINNESOTA: Project Development Outreach and Education 

Previously, a 30-member task force of state legislators, mayors, and
business, environmental and transportation leaders examined value
pricing options in Minnesota and met regularly to develop support within
the state to conduct a demonstration project. The task force completed
its work in 2002. The objective of this project is to continue the work
of the task force by developing local champions and educate the citizens
of Minnesota to help bring about Value Pricing implementation projects
in Minnesota. A visible group of local leaders will advocate value
pricing in Minnesota and succeed in convincing doubters that pricing
should be tested and implemented. The Humphrey Institute's project team
will work with Mn/DOT Metro Division staff, Metropolitan Council
transportation staff, and members of the Value Pricing Advisory Task
Force to develop support for value pricing alternatives and specific
projects. Specific activities will include examining the technical and
political feasibility of alternative approaches, giving presentations to
elected officials, transportation advocacy and other interest groups,
and the formation of a local advocacy group for value pricing.

***Study Complete***: Final report will be available in August 2006.

> ***January - March 2006 Update***: Since the I-394 MnPASS Express Lane
> project opened in May 2005 the Humphrey Institute team has assisted
> Mn/DOT with public outreach and communication to anticipate and
> address issues as they emerge. The Humphrey Institute organizes
> periodic "Rethinking Transportation Finance" roundtables and workshops
> with Mn/DOT and the University of Minnesota's Center for
> Transportation Studies to keep opinion leaders informed on value
> pricing and transportation finance issues.
>
> The Humphrey Institute and NuStats, a national travel behavior survey
> firm, released a report of a panel survey for the I-394 MnPASS
> corridor in March 2005 \<
> <http://www.hhh.umn.edu/img/assets/20844/MnPassfinalreport3_27_06.pdf>\>.
> This report presents results of the second phase of a three-part panel
> survey conducted as part of the evaluation of the I-394 MnPASS
> project. Cambridge Systematics is conducting the technical evaluation
> of the I-394 MnPASS project, which complements the panel survey. A
> public roundtable on "I-394 MnPASS -- A New Choice for Commuters: How
> is It Working?" with representatives from NuStats, Cambridge
> Systematics, Mn/DOT and the Humphrey Institute was held on March
> 23^rd^. At the roundtable the Humphrey Institute released a new report
> on the I-394 MnPASS project, which summarized the first year project
> results
> \<<http://www.hhh.umn.edu/img/assets/20844/MnPASS_all_4pdf.pdf>\>.
>
> The Humphrey Institute is now working with Mn/DOT and the Metropolitan
> Council on the next phase of value pricing outreach and education.
> This next phase focuses on how to integrate transit improvements in
> the current I-394 MnPASS project as well as Phase II of the I-394
> project and future MnPASS corridors.

The Humphrey Institute continues to manage the Congestion Pricing
(CON-PRIC) and Project Partners list serves, maintain the
[www.valuepricing.org](http://www.valuepricing.org/) web site, and
conduct national outreach and education activities on pricing through
TRB annual and mid-summer meetings.

[For More Information Contact]{.underline}: Lee Munnich, Sr. Fellow and
Director, State and Local Policy. Phone 612 625-7357; Fax 612 626-9833;
E-mail <Lmunnich@hhh.umn.edu>.

## TEXAS*:* Regional Value Pricing Corridor Evaluation and Feasibility Study

The North Central Texas Council of Governments (NCTCOG), as the
Metropolitan Planning Organization (MPO) for the Dallas-Fort Worth
Metropolitan Area, in cooperation with Dallas Area Rapid Transit (DART),
the Fort Worth Transportation Authority (The T), the Denton County
Transportation Authority (DCTA), the North Texas Tollway Authority
(NTTA), and the Texas Department of Transportation (TxDOT), initiated a
review of value pricing concepts for applicability in the Dallas-Fort
Worth Region. The regional study will establish criteria, policies, and
procedures to identify potential candidates for short-term and long-term
value pricing demonstration project, and study the applicability of
value pricing concepts in existing corridors. The study will also
propose potential managed facilities for the next metropolitan
transportation plan. Additionally, the results of this study will be
incorporated into the ongoing implementation approval and work processes
for the IH-635/LBJ Major Investment Study and planning recommendations
that include High-Occupancy Toll (HOT) Lanes/Value Pricing.

The North Central Texas Council of Governments (NCTCOG), as the
Metropolitan Planning Organization (MPO) for the Dallas-Fort Worth
Metropolitan Area, in cooperation with Dallas Area Rapid Transit (DART),
the Fort Worth Transportation Authority (The T), the Denton County
Transportation Authority (DCTA), the North Texas Tollway Authority
(NTTA), and the Texas Department of Transportation (TxDOT), initiated a
review of value pricing concepts for applicability in the Dallas-Fort
Worth Region. The regional study will establish criteria, policies, and
procedures to identify potential candidates for short-term and long-term
value pricing demonstration project, and study the applicability of
value pricing concepts in existing corridors. The study will also
propose potential managed facilities for the next metropolitan
transportation plan.

***Study Complete***: The public can view and download this study from
NCTCOG's website at
<http://www.nctcog.org/trans/mtp/valuepricing/index.asp>.

***October - December 2005 Update***: The 2005 Regional Value Pricing
Corridor Evaluation and Feasibility Study is now complete. The public
can view and download this study from NCTCOG's website at
<http://www.nctcog.org/trans/mtp/valuepricing/index.asp>. This study
discusses the historical and current experiences of value pricing
applications across the world. A guide as to how the Dallas-Fort Worth
Region plans on evaluating candidate facilities for both short-term and
long-term application is detailed. The criteria developed are then
applied to determine the selection of a demonstration project in
Dallas-Fort Worth Region. IH-30/The Tom Landry Freeway between the
Dallas CBD and Arlington, Texas to the west was selected as the
demonstration project.

## [For More Information Contact]{.underline}: Tim Young, North Central Texas Council of Governments; Phone 817-695-9288, <tyoung@nctcog.org> . 

## TEXAS: HOT Lane Network Evaluation in Houston 

This project will examine Houston's six HOV lane facilities with a goal
of developing a detailed implementation plan for a HOT lane network.
This will include a plan to expand current HOT activities on Katy and
Northwest Freeways and add tolling to the other four HOV lanes to
develop an integrated network of HOT lanes. Plans are being developed to
optimize the entire network of HOV lanes on Houston using value pricing,
to provide the maximum benefits for Houston travelers through reduced
congestion and delays. This project will potentially lead to
implementation of a HOT network in Houston, TX.

***Pre-Implementation Funds Awarded:** 2004 **Anticipated Completion:**
2007*

***January -- March 2006 Update***: Nothing new to report.

[For More Information Contact]{.underline}: Sally Wegmann, Texas
Department of Transportation, 7721 Washington Ave., Houston, TX
77251-1386; Phone 713/802-5173,
[**swegman@dot.state.tx.us**](mailto:swegman@dot.state.tx.us).

## VIRGINIA: Regional Network of Value Priced Lanes

In FY 2003, the Virginia Department of Transportation (VDOT) received
\$500,741 to study HOT lanes specifically on I-495 and research on an
effective public education campaign. The purpose of that project was to
evaluate potential value pricing options that could be used as tools to
manage travel demand in the region and reduce the need for vehicle use.
This project differs in that the Transportation Planning Board is
looking to study a regional network of value priced lanes for Northern
Virginia, Suburban Maryland, and the District of Columbia. Tasks include
reviewing forecast demand, revenue, costs and transit viability and how
they would compare across the regional network; examining value pricing
for new and existing general purpose lanes, HOV lanes, and the Potomac
River Crossings; and analyzing new corridors not included in the
Regional Mobility Accessibility Study (RMAS). This study could provide
valuable information on obstacles to creating a priced regional network
throughout two states and the District of Columbia. Also, it may provide
valuable information on converting existing general-purpose lanes to
tolled lanes. A copy of the original proposal submitted is attached.\
\
***Pre-Implementation Study***: Awarded January 2006

***January -- March 2006 Update***: Working to execute Cooperative
Agreement

[For more information contact]{.underline}: Wendy Klancher, Metropolitan
Washington Council of Governments; <wklancher@mwcog.org> (202) 962-3321

## VIRGINIA: Value Pricing for the Northern Virginia and Hampton Roads Regions

Although the emphasis of the project is on Northern Virginia, the effort
will essentially consist of two regional studies with strong outreach
and education components. The initial tasks will focus on determining
the corridors for which value pricing holds the greatest potential to
improve regional mobility. Later tasks will include detailed analyses of
those corridors.

Both regions currently have extensive networks of HOV lanes as well as
transit services. Northern Virginia is considered to have some of the
most successful HOV lanes in the country. In some corridors, however,
HOV lanes currently operate with excess capacity and could potentially
be candidates for value pricing.

While all corridors are open to consideration at this stage, the Capital
Beltway (I-495) will receive particular attention in light of the recent
submittal and VDOT's consideration of a proposal to implement HOT lanes
on I-495 under Virginia's Public Private Transportation Act.

This study will focus a significant amount of effort in educating the
public about pricing. It is recognized that an effective public outreach
component is integral to successfully implementing pricing.

This study will ultimately lead to recommendations for potential
implementation of value pricing concepts across the Northern Virginia
metropolitan area and the Hampton Roads region.

***Pre-Implementation Funds Awarded**: 2003 **Anticipated Completion
Date**: 2006*

***January -- March 2006 Update:*** The current scope of VDOT's
cooperative Value Pricing Pilot Program (VPPP) agreement with FHWA
encompasses both Northern Virginia and Hampton Roads. The main objective
of the pilot program grant is to develop a framework within which value
pricing concepts and project proposals can be evaluated for their
potential contribution to achieving maximum efficiency of the
transportation network. Study results will assist in making
recommendations for pre-project and potential implementation of value
pricing concepts across the Hampton Roads region.

In an attempt to strategize opportunities and define the direction for
VPPP efforts in Hampton Roads, several discussions and meetings have
been conducted with the Transportation and Mobility Planning Division
(TMPD), Hampton Roads District, FHWA, and the Hampton Roads Planning
District Commission (HRPDC). Efforts have been made toward scheduling
focus group meetings with a cross section of population in the Hampton
Roads Region. Activities have also been initiated toward establishing a
one-stop-shop website coordinated with VDOT and the HRPDC to provide
information for the public. VDOT is also establishing an in house
multi-disciplinary team to establish a chain of control and
responsibility for VP efforts from inception through implementation and
maintenance.

VDOT arranged a "HOT Lanes Workshop" held on Tuesday, January 10, 2006,
and facilitated by PB Consult. The one-day workshop included
representatives from other states discussing Value Pricing initiatives
as well as policy and guidance. There were also breakout sessions with
subject matter experts on Value Pricing strategies.

VDOT was a participant in the Value Pricing Poster Session at the
Transportation Research Board (TRB) Annual Meeting.

[For more information contact]{.underline}: Marsha C. Fiol, Virginia
Department of Transportation, 804-786-2985,
<Marsha.Fiol@VDOT.Virginia.gov>

# [TRUCK ONLY TOLL LANES]{.underline} 

## GEORGIA: Northwest Truck Tollway 

The study will examine a truck-only toll facility extending from Georgia
State Route 21 near I-95 to I-16 at the intersection of I-516 (Savannah,
GA). This project was proposed in cooperation with the State Road
Tollway Authority, the Georgia Department of Transportation, the Georgia
Ports Authority, the Chatham County-Savannah Metropolitan Planning
Commission, and the Chatham Urban Transportation Study (CUTS) --which is
the metropolitan planning organization for the region. The study will do
the following: initiate a peer-to-peer exchange; conduct market research
on potential for truck-only toll facilities; develop additional data on
truck travel; refine the travel model related to truck travel; examine
options for selling additional capacity to other modes (Single Occupant
Vehicle, High Occupant Vehicle, Transit, etc.); examine use of revenues;
and other activities.\
\
This proposal will expand the knowledge base on truck-only tolls,
including market research. It may potentially lead to the implementation
of a truck-only toll application in the United States. A copy of the
original proposal submitted is attached.\
\
***Pre-Implementation Study Awarded:*** January 2006 ***Anticipated
Completion Date:** 2008*

***January -- March 2006 Update***: The Study team is working with the
Georgia Department of Transportation and the Federal Highway
Administration's Georgia Division Office to secure and encumber the
funding made available in January. Draft requests for proposals have
been developed and are awaiting funding and process approvals before
released.

Next Steps: Release a RFP for the study in June and give notice to
proceed before August 2006.

[For More Information Contact]{.underline}: Erik Steavens, State Road
and Tollway Authority, (404) 893-6139 <esteavens@georgiatolls.com>

##  TEXAS: Truck Traffic Diversion Using Variable Tolls in Austin

This project will examine the use of value pricing to encourage truck
traffic to divert from I-35 to a newly constructed, parallel toll
facility. Because of the congestion on I-35, commercial trucks may be
more willing to shift to the alternate facility that is a toll facility.
Additionally, the project will examine methods to encourage route shift
and time-of-travel shifting. When completed in 2007, Phase 1 of SH 130
will stretch from just north of Georgetown, Texas to US 183 near the
Austin-Bergstrom International Airport. This 49-mile tolled highway will
be a four-lane divided facility with major interchanges at I-35, US 79,
SH 45 North, US 290 and SH 71. Subsequent phases of the project will
connect the road to I-10 north of San Antonio.\
\
This project will evaluate value pricing applications for truck traffic
from I-35 to SH 130 by utilizing variable tolls on SH 130. Surveys will
measure truckers\' willingness to pay, in order to determine price
elasticity of demand for the new toll road. The potential for credits to
encourage use at off-peak times to alter the time of day for truck
travel will also be investigated. Diversion rates for trucks from I-35
to SH 130 will be developed for various toll scenarios. TxDOT has
contacted the American Trucking Association (ATA) and has developed a
plan to involve the trucking community in the study. Additionally, the
study will produce market research related to truck tolling from both
international and US trucking interests. The original proposal submitted
is attached.\
\
**Pre-Implementation Study:** Awarded January 2006 ***Anticipated
Completion Date:** 2008*

***January -- March 2006 Update***: Working to execute Cooperative
Agreement

[For More Information Contact]{.underline}: Wes Burford , Texas
Department of Transportation , <wburfor@dot.state.tx.us>