Pricing on Existing Free Roads

1999 - Minnesota - Twin Cities - Variable Pricing Regional Study

1999 - Colorado - Denver - Regional Study and HOT Lanes on I-25/US 36

1999 - California - Alameda County - Interstate 880 HOT Lanes Study

1999 - California - Alameda County - Interstate 880 HOT Lanes Study

1999 - Maryland - Statewide - Feasibility of Pricing at Ten Locations

2000 - Texas - Houston - HOT Lanes on I-10 and US 290

2001 - Oregon - Oregon - Financing Infrastructure with Value Pricing

2001 - Florida - Fort Myers Beach - Cordon Pricing

2002 - Minnesota - Twin Cities - Value Pricing Outreach and Education

2002 - California - Alameda County - Highway Pricing with Dynamic Ridesharing

2002 - Texas - Dallas/Fort Worth - HOT Lanes on I-30

2002 - North Carolina - Piedmont - HOT Lanes on I-40

Pricing on New Lanes

1999 - California - Orange County - SR-91 HOT Lanes Evaluation

2000 - Florida - Lee County - Priced Q-jumps

2000 - California - San Diego - I-15 HOT Lanes/Extension of I-15 HOT Lanes

2000 - California - Santa Cruz - HOT Lanes in Route 1 Median

2000 - Colorado - Denver - HOT Lanes on C-470

2000 - Oregon - Portland - HOT Lanes on Hwy 217

Pricing on Toll Roads

1999 - California - Orange County - Variable Tolls on SJHTC/SR-73

2000 - Florida - Miami/Dade County - Pricing Options on Florida Turnpike

2000 - Florida - Lee County - Variable Tolls for Heavy Vehicles

2001 - Pennsylvania - Philadelphia - Variable Tolls on PA Turnpike

2001 - New Jersey - Statewide - Evaluation of Variable Tolls on New Jersey Turnpike

2001 - New Jersey - New York - Evaluation of Variable Tolls on River Crossings

2002 - Florida - Broward County - VP and Open Road Tolling/Sawgrass Expwy.

Pricing of Parking and Vehicle Use

2000 - Washington - Seattle - Parking Cash-Out and Pricing

2000 - California - San Francisco - Carsharing

2001 - Washington - Seattle - Cash-Out of Cars

2001 - Georgia - Atlanta - Mileage-Based Insurance/FAIR Lanes

2001 - Minnesota - Minnesota - Variablization of Fixed Auto Costs

Other Variable Toll Pricing

2002 - Florida - Florida - Sharing of Technology on Pricing

2002 - Washington - Seattle - GPS Based Pricing

Project Description:

Since 1994, the Minnesota Department of Transportation (Mn/DOT) and the Twin Cities Metropolitan Council have worked in collaboration with the State and Local Policy Program of the University of Minnesota's Hubert H. Humphrey Institute of Public Affairs to explore value pricing as a transportation solution in the Twin Cities area. While there have been many obstacles in implementing value pricing in the Twin Cities, particularly since there are currently no toll roads in the area, the joint effort has led to an increased awareness by transportation, political, business, environmental and other community leaders that pricing is an essential component for any long-term congestion management strategy.

A 30-member task force of state legislators, mayors, and business, environmental and transportation association leaders, examined value pricing options in Minnesota and concluded that the state should proceed with a demonstration project. The members of this task force have expressed an interest to continue to champion the cause of value pricing and to communicate their reasons for supporting value pricing. The Humphrey Institute project team developed and carried out a communications strategy for value pricing to help generate interest and support as the state explores various transportation funding and congestion mitigation options.

Recent Accomplishments/Results:

Minnesota's most recent efforts to generate support for value pricing provide additional insights and confirm what others have learned in planning and implementing value pricing projects:

2. Local political champions are critical for the success of any value pricing effort. Minnesota has been successful in generating political leadership support and greater consideration for the concept of value pricing, though translating this interest into support for a specific project continues to be a challenge.

3. A communications strategy is necessary to make sure that a range of public interests are addressed, to correct misperceptions and to provide factual information on a timely basis about the benefits of value pricing. With the assistance of a communications consultant, the Minnesota project team has enhanced its capacity to address the concerns of the public and various interest groups and to communicate the benefits of pricing to the general public.

4. It is important to select an initial demonstration project that is both technically and politically feasible. This requires a multidisciplinary project team with engineering, economics, public policy and communications skills who are able to master the intricacies of value pricing and communicate effectively to a range of audiences.

5. A long-term approach is critical. If at first you don't succeed, keep trying. Education and public awareness are necessary, but take time. If value pricing is a solution, it eventually will happen. The experience, knowledge and persistence of the Minnesota project team will eventually lead to a value pricing initiative in Minnesota.

For More Information Contact: Lee Munnich, Sr. Fellow and Director, State and Local Policy; Phone: (612) 625-7357; Fax: (612) 626-9833; E-mail Lmunnich@hhh.umn.edu.

Project Description:

The existing facility on I-25 consists of a 2-lane reversible, barrier separated HOV lane. A recently completed project has connected this facility to a short 1-lane reversible HOV lane on US-36 which has 1-lane concurrent flow HOV lane on parts of both WB and EB directions.

A recent State budget shortfall has delayed funding for another project which will extend the I-25 HOV facility 2 miles to the North and alleviate a major capacity constraint on the existing HOV lanes. This is already impeding free flow of HOV traffic periodically in the peak hour so the HOT conversion is obviously dependent upon this project.

Recent Accomplishments/Results:

Colorado DOT applied for $4 million of FY 02 Federal funding through the FHWA VPPP program in September 2001. This project could be funded by Summer of 2003 and would logically be combined with the HOT conversion project since they occur on the same facility. This HOT lane conversion project could add to the national body of knowledge by resolving a few outstanding issues prior to implementation and experimenting with new operational strategies:

• It would be the first such facility that penetrates the core of a major city. This presents multiple challenges and valuable learning experiences for other cities with this project including additional SOV usage and general traffic flow in the CBD.
• The split in the 2-lane facility at the outer end into two 1-lane facilities would provide the opportunity to experiment with independent pricing and marketing programs to those two areas.
• Defining the project such that FTA can allow SOV buy in on this FTA funded facility.
• Demonstrating how a HOT strategy can be integrated into the normal lifecycle of a HOV lane.

For More Information Contact: Myron Swisher, Colorado Department of Transportation,2000 S. Holly St., Denver, CO 80222; Phone: (303) 757-9866; E-mail: myron.swisher@dot.state.co.us.

Project Description:

Interstate 880 is a major congested freeway corridor in Alameda County. It has one contiguous high-occupancy vehicle (HOV) lane in each direction (plus three mixed flow lanes in each direction) for approximately 17 miles 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 in San Joaquin County and beyond. The study consisted of determining whether excess capacity does exist, whether there is a market among potential users, and the physical and operational issues associated with such a plan. Both electronic and permit/decal toll collection and enforcement methods were considered. Several lane separation treatments were considered, including buffer separation and unlimited access from mixed-flow lanes into the HOV lanes (the current practice).

Recent Accomplishments/Results:

The study concluded in May 2001 with a determination not to proceed with implementation. The major study findings were:

1. Capacity: The excess capacity existed, but was not sufficiently high to make local officials and Caltrans comfortable that addition of priced vehicles could be accommodated. The concern was that allowing vehicles to buy into the HOV lanes might jeopardize free-flow conditions at certain points on the corridor during portions of the peak period. Because traffic volumes in the I-880 corridor have been steadily increasing, it is likely that the HOV lane traffic for 2+ vehicles would also increase. Public agencies wished to retain any reserve capacity in the HOV lanes to accommodate this potential increase.
2. Demand: The perceived demand by light-duty commercial vehicles was modest. Operators of such vehicle fleets were contacted and asked about their level of interest. Their response was tepid, with some expressing a great deal of interest in occasional use, but no overwhelming demand for this program as an answer to their problems.
3. Enforcement: The California Highway Patrol (CHP) expressed strong reservations about effective enforcement of the proposed eligible small commercial vehicles. Because neither electronic toll collection nor physical lane separation to limit vehicle ingress/egress were deemed feasible in the corridor at this time, the CHP would have to rely upon visual identification only. The CHP did not believe such enforcement would be particularly effective or desirable.

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

Project Description:

The Alameda County Congestion Management Agency is investigating design concepts and feasibility for providing High Occupancy Toll (HOT) lanes on a 14-mile portion of the I-680 corridor from residential areas to the north and east to the job centers of Silicon Valley. Currently, I-680 is a 6-lane facility with three mixed-flow lanes in each direction; traffic is highly congested and directional southbound in the a.m., northbound in the p.m. Considerable growth in traffic demand is anticipated. The first stage of the southbound HOV is expected to be opened by the send of November and the remaining segment will open by the end of December. The environmental document for the northbound HOV lane is underway.

The purpose of this study is to review various design concepts for combined HOV/HOT lanes. Major design options under consideration include: one HOV/HOT lane in each direction, two reversible HOV/HOT lanes in the peak direction, and an additional (ninth) lane in the median that would be reversible HOV/HOT. This study will analyze physical, operational, and financial issues associated with these concepts.

Recent Accomplishments/Results:

The study is nearing completion. The travel demand forecasting and revenue estimates are complete. The results of both efforts indicate that a HOT lane could be feasible. The physical limitations in the corridor indicated that the soft barrier appears to be the most feasible. The preliminary operational analysis identified some challenges at the southern end of the corridor as the HOT lane transitions to the mixed flow lanes. The final analysis is expected to be completed by the end of November. The HOV lane scheduled to be opened by the end of the year will be monitored to verify the demand and potential excess capacity of the lane. A project champion has not yet been secured. It is expected that the study will be completed in spring of 2003.

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

Project Description:

• At the request of the Maryland General Assembly, Maryland's Variable Pricing Feasibility Study was initiated in September 1999 through a grant from the Federal Highway Administration (FHWA). In the 2001 legislative session, the General Assembly directed the Maryland Department of Transportation (MDOT) to: complete the study; seek additional grants from the FHWA's Value Pricing Program; consider additional studies 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. A summary report was submitted to the General Assembly on November 1, 2001.
• The original grant MDOT received was not totally spent when Governor Parris N. Glendening decided in June 2001 to remove consideration of High Occupancy Toll (HOT) lanes from Maryland transportation plans and directed the grant application for US 50 be withdrawn. The Governor's decision to exclude new toll lanes as a method of reducing congestion and improving transit ridership was based on the inequity of linking an easier commute with a person's ability to pay.
• In Fall 2002, the Governor's Office of Smart Growth initiated an effort to use the remaining Value Pricing funding from the previous endeavor for a revised feasibility study of value pricing. The feasibility study will investigate and address equity issues that arose during the previous project through the possible implementation of SmartCard technology.
• The proposed revised study scope presumes to overcome equity issues through a pricing strategy and package that would allow for equity in terms of jurisdictional impact and different modal populations. MDOT will continue to lead the study process, with the involvement of the Office of Smart Growth (OSG), and the Maryland Department of Planning (MDP), to ensure the highest level of visibility and attention to policy issues.
• The revised study scope includes the following activities: develop a work plan, assemble a planning committee, develop initial alternatives, appraise technology, conduct outreach, define a concept test plan, devise an implementation plan and evaluation process, and prepare a final report.

Recent Accomplishments/Results:

MDOT and OSG have conducted initial discussions to determine the scope of the feasibility study. FHWA has approved the Proposed Revision to the Scope of Work for Maryland Value Pricing 8Project and the request to use the remaining grant funds.

For More Information Contact: Mr. Terrance Hancock at the Maryland State Highway Administration; Phone: (410) 545-5675, (888) 204-4828; Fax: (410) 209-5025; E-mail: thancock1@sha.state.md.us.

Project Description:

The Houston area has six freeways with High Occupancy Vehicle lanes (HOVL). Two of these freeway corridors have experienced congestion conditions in the HOVL that reduced the effectiveness of the lane. IH 10 West (Katy Freeway) has been operating with a 3+-carpool requirement during peak hours since 1988. In 1998, in an attempt to improve utilization during these 3+ hours, a Priority Corridor Project introduced a pricing program known as Quick Ride. The project showed that the pricing program was feasible. In mid 1999, the US 290 (Northwest Freeway) HOVL went to a 3+-carpool requirement and was approved for the Quick Ride program, which started in November 1999.

Even though the Quick Ride Program has proved rather successful, there is still under utilization of the HOVL during 3+-carpool operating times. This new project will look at improving the following areas with the idea of increasing the utilization of the HOVL and giving direction for the management of future priced or managed lanes:

Enforcement - Pursue options to current enforcement techniques to optimize the collection of fares and to insure the lanes are being properly used.

Technology - Look at improving the current readers to improve the collection rate. Currently the system is losing money because of reader technology. The system does not read 100% of the toll tags. The other item that will be looked at will be the idea of a universal reader.

Pricing - Various pricing schemes will be looked at to show the response of the public and give direction for future managed lanes.

Public Understanding - Public relations will be used to give the driving public a better understanding of the role of an HOVL and the objectives of the pricing program to fulfill the goals of HOVL.

Recent Accomplishments/Results:

The agreement between TxDOT and the Metropolitan Transit Authority of Harris County (METRO), which defined the roles of each agency and established sources of the in-kind services matching funds for the project, was executed in February 2002. An interagency contract was then executed in April 2002 with the Texas Transportation Institute (TTI) to perform the work for the project. TTI's first task was to draft a Scope of Work for the project. This Scope of Work was finally approved by FHWA in September 2002.

A fact-finding tour was taken to Southern California in September 2002 to visit two Value Pricing sites, SR 91 and I-15 FasTrack. Future work will include a user survey, a look at enforcement techniques, and a look at tolling technologies.

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

Project Description:

Technical analysis and public outreach needed to identify and evaluate mechanisms that might be considered to supplement and/or replace Oregon's statewide fuel tax.

Recent Accomplishments/Results:

Pursuant to House Bill 3946 (2001), the Road User Fee Task Force (RUFTF) was formed in November 2001 through appointments made by the Governor, House Speaker and Senate President. RUFTF has met eight times.

The purpose of RUFTF is to develop a design for revenue collection for Oregon's roads and highways that will replace the current system for revenue collection. The task force is directed to consider all potential revenue sources. The task force is also directed to engage in an extensive public outreach process.

During the past year, RUFTF has considered over 20 potential revenue sources to ultimately replace the fuel tax on gasoline as the primary funding source for the state's road and highway system. The task force has settled on a vehicles miles traveled fee (VMT fee) as its principal focus.

The task force has considered six scenarios for VMT fee collection for pilot testing. At its November 15, 2002 meeting, the task force decided to go forward with a VMT fee collected at the fuel pump with data generated by either a simple GPS device or odometer sensor with AVI. Under either technology, the data would be transmitted to a reader at the fuel pump via radio frequency.

The RUFTF decided on a VMT fee scenario for pilot testing after considering research conducted by Oregon State University and Portland State University on the state of technology and the costs of the various collection scenarios. The task force concluded the costs for implementing and operating a VMT fee will be extensive, much more than for the gas tax, but that the fuel pump collection option may prove affordable.

The RUFTF determined that value pricing in the form of area pricing is feasible with the GPS technology option being the preferred VMT fee scenario. Retrofitting a GPS device for every passenger vehicle in the state, however, will be cost prohibitive. The task force thus will recommend to the Oregon Legislature that a mandate be imposed that every new vehicle sold in the state be equipped with a properly configured GPS device. This would take over 20 years for full market penetration. Owing to legal limits, area pricing could not be implemented until every vehicle subject to area pricing contained the device.

For More Information Contact: Mr. James M. Whitty, project administrator, Phone: (503) 986-4284 (office), (503) 881-7552 (cell), E-mail: jim.whitty@odot.state.us, Website: http://www.odot.state.or.us/ruftf/.

Project Description:

As with many island communities, access to the Town of Fort Myers Beach and travel within it 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 Estero Boulevard, the only non-local road on the island, and the high financial and social costs of obtaining additional right-of-way, significant widening of Estero Boulevard is also not considered practical. Making more efficient use of existing transportation infrastructure is, therefore, critical and problematic.

Recent Accomplishments/Results:

The Study is currently in the Option Development Phase, which involves identification of potential solutions to the Town's congestion issues. Due to the exceptionally limited right-of-way conditions, as well as the environmental sensitivity associated with a barrier island, the Town must examine methods for controlling demand as well as funding additional, but non-traditional, capacity. For this reason value pricing is likely to play a key role.

During the current option development phase, each solution will be described, and its benefits and impacts developed to the extent necessary to determine whether it may represent a feasible element of the overall congestion mitigation plan. Significant public input is anticipated during this phase, and the majority of data collection and analysis will occur during this phase of the study. The efforts expected to be completed prior to the end of 2002 include:

• Origin & Destination Survey Report
• Parking Survey Report,
• Traffic Operations Report
• Transit Options Report
• Ferry Options Report
• Aerial Tram Options Report
• Revenue Options Report, including value pricing applications

For More Information Contact: Chris Swenson, P.E., CRSPE, Inc., Phone: (239) 573-7960, E-mail: crs@crspe.com or Margie Byers, CRSPE, Inc., Phone: (239) 573-7960, E-mail: mwb@crspe.com.com.

Project Description:

This project builds on previous work on value pricing by the Minnesota Department of Transportation and the State and Local Policy Program of the University of Minnesota's Humphrey Institute of Public Affairs. The objective of this project is to develop local champions and educate the citizens of Minnesota to help bring about value pricing implementation projects in Minnesota. The project consists of six tasks:

1. Develop and support local champions of value pricing. 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.
2. Conduct survey research and focus groups to determine current public opinion on value pricing as a transportation solution. The project team will conduct a survey on current public opinion toward value pricing and under what conditions pricing strategies could gain public support. This survey will contain questions about attitudes toward congestion and alternative solutions and how they might tie in with pricing. Focus groups will be held to further probe public attitudes, which must be addressed in implementing value pricing.
3. Implement a communications strategy to raise public awareness of value pricing as a congestion management solution. The involvement of a professional communications consultant in the previous value pricing project has helped to focus the message, generated effective responses to questions and objections, and helped local champions in carrying the message to key groups. This is an ongoing process and must be continued over a longer period of time to have an impact on local leadership and public opinion.
4. Develop technical designs for various alternative value pricing projects in Minnesota. A successful implementation project requires the development of a technically feasible project as well as one that will receive political support from citizens and local champions. Technical support is necessary to assure that a proposal can meet a range of criteria necessary to integrate value pricing into project design and regional plans.
5. Use the Humphrey Institute's web site and list serves to benchmark Minnesota's strategy and approach to value pricing with other states and regions. The Value Pricing web site http://www.valuepricing.org and list serves hosted by the Humphrey Institute's State and Local Policy Program are important resources for those wanting to learn about the current status of value pricing projects and approaches to addressing political and institutional issues. The web site is an important and cost-effective tool for Minnesota to benchmark its efforts against other states and to share its knowledge with others.
6. Conduct an annual value pricing case study conference in Minnesota to learn from others and to provide a vehicle for increasing public awareness and support. An annual case study conference in Minnesota will bring together value pricing experts to focus on successful projects, what we have learned about value pricing from these projects, and how these applications apply to Minnesota. This case study conference will help to raise public awareness, sustain public interest and generate public support for value pricing in Minnesota.

Recent Accomplishments/Results:

This project, which builds on previous work by Mn/DOT and the Humphrey Institute, just began in December 2002.

For More Information Contact: Lee Munnich, Sr. Fellow and Director, State and Local Policy, Phone: (612) 625-7357; Fax: (612) 626-9833; E-mail: Lmunnich@hhh.umn.edu.

Project Description:

This project consists of two major, inter-related components: a feasibility study of FAIR lanes, and a pilot project implementing dynamic ridesharing. The dynamic ridesharing pilot will be implemented in two phases. The first phase will test the dynamic ridesharing concept at a single BART station. If this proves successful, a second phase will expand the dynamic ridesharing pilot to additional BART stations, providing a more region-wide focus. FAIR lanes will be explored as an alternative in the planned implementation of both value-priced lanes and potential capacity expansion in the Interstate 580 and 680 corridors in Alameda County. The FAIR Lane Study will be based on travel demand modeling techniques. The study is expected to consider other methods for dealing with the equity issue associated with priced lanes.

Recent Accomplishments/Results:

The cooperative agreement for the FAIR lanes study portion of this project was signed between FHWA and Caltrans in September. The cooperative agreement or addendum to include the dynamic ridesharing portion of this effort will be signed in FY 2003.

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

Project Description:

The Dallas-Fort Worth region faces rapidly mounting traffic congestion that is prompting transportation officials to research every potential strategy for more efficient operation and management of existing transportation facilities and plan for future management opportunities to mitigate the effects of increasing travel demand. A primary mission of the North Central Texas Council of Governments (NCTCOG), as the Metropolitan Planning Organization (MPO) for the Dallas-Fort Worth Metropolitan Area, is assisting local governments and transportation providers in planning, coordinating, and implementing transportation decisions through the region's defining vision for transportation systems and services, Mobility 2025 Update: The Metropolitan Transportation Plan. Mobility 2025 Update identifies a multimodal approach to providing transportation services. The MPO supports a policy position to explore the possibilities of enhancing the region's transportation system through the Metropolitan Transportation Plan by maximizing High Occupancy Vehicle (HOV) lane capacity, offering managed facilities through pricing, and the expanded use of tollways.

Before including value pricing in the implementation of managed lanes, the region's principal transportation agencies decided to jointly pursue a Regional Study of value pricing concepts and strategies. NCTCOG, in cooperation with representatives from both of the area's major transit providers, Dallas Area Rapid Transit and the Fort Worth Transportation Authority; the regional toll authority, North Texas Tollway Authority; and the Texas Department of Transportation (TxDOT), initiated this Study to review value pricing concepts in Texas and other States for applicability in the Dallas-Fort Worth Metropolitan Area. Information concerning institutional structures, operational characteristics, management techniques, technology application, and facility performance are to be investigated in the Regional Value Pricing Corridor Evaluation and Feasibility Study.

The Regional Study centers around two goals. The primary goal of this project focuses on the establishment of criteria, policies, and procedures to allow the Study partners to identify potential candidates for selection of a value pricing short-term demonstration project by studying the applicability of value pricing concepts on existing corridors. A secondary Study goal shall address the incorporation of the proposed managed facilities to meet the pricing criteria as long-term recommendations in the next metropolitan transportation plan. In addition, the IH-635/LBJ Major Investment Study recommendations, that include HOT Lanes/Value Pricing implementation, will be incorporated into the FHWA Value Pricing Pilot Program through this Study.

Recent Accomplishments/Results:

A grant agreement for this Study between Federal Highway Administration (FHWA) and TxDOT was executed in August 2002. This was followed by the signing of a LPAFA between NCTCOG and TxDOT that was executed in December 2002 with NCTCOG being the project lead. NCTCOG initiated a request for proposals from Consultants wishing to work on this Value Pricing Study that resulted in NCTCOG entering into negotiations with URS Corporation to perform technical work as part of the Study to support the region's value pricing implementation strategy. The kick-off meeting, to be held in December 2002, will discuss and finalize the Study work scope with project initiation to follow.

For More Information Contact: Wes Beckham, North Central Texas Council of Governments, Phone: (817) 695-9252, E-mail: wbeckham@dfwinfo.com.

Project Description:

The value pricing program will assess the design, operational and financial feasibility, and expected public acceptance and use of managed lanes, including HOT Lanes and other potential value pricing options, as part of value pricing implementation on I-40 in the Piedmont and Research Triangle areas of North Carolina. I-40 in the Triangle Region is 47 miles long with approximately 20 miles of adequate capacity for managed lanes and 61 miles that have plans to increase in four lane segments. I-40 fluctuates between four and eight-lanes of general-purpose traffic within the study corridor in the Piedmont Triad area. The study area includes I-40 between Exit 80 Interchange just west of the Yadkin River and I-40/85 junction in Greensboro to Exit 161 interchange in Efland. These areas are listed as maintenance for ozone and carbon monoxide.

Recent Accomplishments/Results:

Preliminary statistics on the proposed area have been gathered. The kick-off meeting is scheduled for the end of January.

For More Information Contact: Mrinmay Biswas, NCDOT, Phone: (919) 715-2465, E-mail: biswas@dot.state.nc.us.

Project Description:

This study performed for Caltrans and the federal Value Pricing Program concluded in December 2000. The final report summarizes over five years of field observations of the value-priced express lanes which opened December 27, 1995, in the median of State Route 91, in Orange County, California. The data collection program included about a year and a half of observations to establish baseline conditions prior to opening day. The study included traffic measurements, vehicle occupancy counts, transit ridership, and comprehensive travel surveys with current and former commuters. Additional results included calibrating choice models of route, occupancy, transponder acquisition, and time-of-day behavior of commuters, and the estimation of air pollution emissions. Findings are presented on traffic trends, toll lane use, travelers' response to changing congestion and tolls, shifts in ridesharing and transit use, shifts in trip purpose, differences associated with income and other demographics, public opinions, collision experience, and the results of the commuter choice and emissions modeling.

Recent Accomplishments/Results:

The facility has been sold to the public sector. The final report and a significant amount of the data assembled by the study are available on-line at: http://ceenve.calpoly.edu/sullivan/sr91/.

For More Information Contact: Ed Sullivan, Cal Poly State Univ., Phone: (805) 756-1166, Fax: (805) 756-6330, E-mail: esulliva@calpoly.edu.

Project Description:

Like many communities in the United States, Lee County has problems with congestion at specific points in the roadway network. The County is nearing completion of another study, the queue jump study, which addresses this problem. A queue jump is a roadway facility that can be used by drivers for a small toll to bypass points on the transportation network where congestion is typically severe (colloquially, a "bottleneck").

The queue jumps planned for Lee County are elevated facilities similar to an expressway ramp that would "jump" over the intersection. The existing free lanes will still exist, and the queue jump would simply provide a choice for drivers. The congestion reduction for those using the queue jump is obvious; however, all drivers benefit from the reduction in intersection traffic brought about by some drivers diverting to the queue jump. Also, the value pricing elements of the program proposed would reinforce and enhance the effect of the county's existing value pricing effort.

Preliminary results from the study, which was funded through the FHWA Value Pricing Pilot Program, indicate that the queue jumps are likely to produce sufficient revenue to pay for themselves over the twenty to thirty year life of the structure, however, queue jumps are not likely to meet traditional bonding requirements. The County is therefore seeking value pricing funds for program implementation.

Of particular importance, this study examines the possibility of a congestion reduction program that can readily be exported to others areas of the country. Because of the relatively low capital costs involved, this type of program could lead to the congestion reducing benefits of value pricing in areas with smaller populations than would normally be considered in more traditional value pricing programs. Further, if the program does prove to be self funding over the life of the project, it could also provide the means for many communities to get needed transportation infrastructure in place much faster than traditional funding methods allow.

Recent Accomplishments/Results:

Two sites for queue jump implementation were recommended by the study team and approved by the Lee County Metropolitan Planning Organization in November of 2002. The final report and a Monitoring and Evaluation Plan are scheduled to be completed prior to December 31st 2002. A grant proposal for design and construction of the Q-Jumps has been submitted to the Federal Highway Administration for their consideration.

For More Information Contact: Chris Swenson, P.E., CRSPE, Inc., Phone: (239) 573-7960, E-mail: crs@crspe.com.com or Kris Cella, Cella & Associates, Inc., Phone: (239) 337-1071, E-mail: kcella@cella.cc.

Project Description:

The I-15 Value Pricing Project is entering its seventh year of operation. In September 2001, Governor Gray Davis signed SB 313 which eliminated the sunset date on the I-15 Value Pricing Project.

Recent Accomplishments/Results:

At the end of November 2002, there were 20,900 transponders issued. During calendar year 2002, average daily traffic on the Express Lanes reached a peak of 21,345 total vehicles in November. This is a 132% increase from the pre-project level of 9,200 daily vehicles. On average, 75 percent of the daily traffic is from high occupancy vehicles (HOVs), and 25 percent is from FasTrak™ customers.

Total revenue in 2002 is estimated at $2,200,000. Approximately 50 percent of this goes to fund the Inland Breeze Express Bus Service. The remainder is used to fund enforcement from the California Highway Patrol, and operation of the FasTrak Customer Service Center. SANDAG plans to continue the current method of pricing until the I-15 Managed Lanes are completed.

Project Description:

The I-15 Managed Lanes Project will create a 20-mile "Managed Lanes" facility in the median of Interstate 15 between State Route 163 and State Route 78. When completed, it will feature a four-lane HOV facility with a moveable barrier, multiple access points to the regular highway lanes, and direct access ramps for buses to five transit centers. A high frequency Bus Rapid Transit (BRT) system also will be operated in these managed lanes. The purpose of this FHWA funded study is to examine the feasibility of conducting value pricing on the managed lanes. SANDAG's consultant, Wilbur Smith Associates, examined seven pricing alternatives. It was assumed that any alternative selected would include either dynamic or time-of-day pricing fluctuation.

Recent Accomplishments/Results:

The SANDAG Board of Directors has approved a preferred pricing alternative, a skewed per mile rate, which would vary the toll based on where the customer enters.

WSA conducted extensive outreach to measure public response to the I-15 Managed Lanes project. The outreach included 25 stakeholder interviews, 3 focus groups, 100 intercept surveys at park and ride lots and transit centers, and a telephone survey of 800 I-15 corridor users. What the outreach found was that equity was not considered a major issue or obstacle to implementing pricing on the managed lanes. The majority of those interviewed in the phone survey (71 percent) felt that pricing the lanes was "fair" for travelers on the main lanes. Furthermore, 66 percent approve of the current FasTrak project, and 71 percent believe that tolls are an effective way to manage the demand. There was little difference in the responses across income and ethnic groups.

For More Information Contact: Heather Werdick, San Diego Association of Governments, Phone: (619) 595-5300, E-mail: hwe@sandag.org.

Project Description:

The Santa Cruz project is a feasibility study to analyze the concept of placing High Occupancy Toll (HOT) lanes on a 5-mile section of Highway 1 that is currently proposed for widening. The study corridor is approximately 6.3 miles and is currently a 4 lane divided freeway. A 6.5 mile segment in the corridor operates at LOS F during weekday peak hours and extended periods on summer weekends. Within the study limits there are seven interchanges.

Recent Accomplishments/Results:

While 56 alternatives were originally developed, 5 were selected for more detailed evaluation. Pre-screening eliminated several alternatives because they would not be feasible based on general safety or design considerations. Alternatives were then screened based on 9 evaluation criteria ( 5 design considerations and 4 ability to address the problem criteria). The 5 remaining alternatives: 1A - one lane in each direction with barrier separation, no intermediate access; 2A - one lane in each direction, with buffer separation, no intermediate access; 3B - one lane in each direction with striped separation, 1 or 2 intermediate access points; 3C - one lane in each direction with striped separation, continuous access; and 4A - one reversible lane with barrier separation, no intermediate access.

The results of the Phase 1 effort indicated that HOT lanes in the Highway 1 study corridor would be subject to a number of design and operation constraints. The finding is primarily due to the situation studied here: a 6.3 mile study corridor, with a proposed 5-mile HOT lane, with limited right-of-way, multiple interchanges on the adjacent main lanes, and anticipated high levels of HOV traffic. On June 13, 2002 the Regional Transportation Commission voted not to proceed with Phase 2 of the Feasibility Study - which would have further analyzed financial feasibility, equity issues and public acceptance - and to not include a HOT lane alternative in the Caltrans Highway 1 Widening Project Study Report.

For More Information Contact: Karena Pushnik, SCCRTC, E-mail: karena.pushnik@co.santacruz.ca.us.

Project Description:

Pre-Implementation Study of Variable Pricing on State Highway 470 in Colorado. Colorado DOT was approved for $500,000 of FY 01 funding from the FHWA Value Pricing Pilot Program in September 2001. The study will assess the design, operational, and financial feasibility, as well as expected public acceptance and use of High Occupancy Toll (HOT) lanes and other potential value pricing options, as part of the potential widening of the 27-mile length of C-470 in the southwest quadrant of the Denver metro area.

Recent Accomplishments/Results:

CDOT has completed the consultant selection process and selected Wilson & Company from six proposals received. Consultant audit was completed October 5, 2002 and cost negotiation was held November 15, 2002. Consultant contract is still in process and expected to be executed on January 15, 2003. Once contract is executed, CDOT will issue a task order contract to start the study.

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

Project Description:

The primary goal of this overall project is to develop an appropriate range of improvement strategies that address corridor transportation needs to the level of detail necessary to commence the NEPA process. Federal Value Pricing Pilot Program funding was added to this effort to integrate value pricing options into the mix of alternatives being evaluated and considered for implementation.

Recent Accomplishments/Results:

In late September, FHWA, ODOT and Metro executed a three party intergovernmental agreement providing $400,000 in Value Pricing Pilot Program funding for the study. Metro is preparing a request for proposals to select a contractor or contractors to provide conceptual design and traffic engineering services, financial and economic analysis and public involvement. The earliest start date for this 18-month effort is expected to be the end of February 2003.

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

Project Description:

The San Joaquin Hills Transportation Corridor (SJHTC/State Route 73) has been in full operation since November, 1996. The 15-mile long Corridor extends from Interstate 5 near San Juan Capistrano to Interstate 405 in Newport Beach, and provides an alternative to heavily congested portions of I-5 and I-405. Transactions are in excess of 2.3 million per month for the six lane facility. Currently the SJHTC is near capacity during peak periods. The facility is designed to operate at Level of Service C (LOS C). The Level of Service on the mainline (as measured at the Catalina View toll plaza) deteriorates to LOS E occasionally during the morning peak period, and is LOS D in the evening peak period. The Value Pricing Pilot Project implements a peak period premium and potential off-peak discounts on the SJHTC Mainline which is 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.

Recent Accomplishments/Results:

Phase I: The initial stage of work on the Value Pricing Pilot Project has yielded a blueprint for implementing a peak period premium on the SJHTC. Phase I included development of a Monitoring and Evaluation Program; preparation of a baseline to allow comparison of pre-and post-implementation conditions; formation of a Project Management Team to advise TCA on the pilot project; and development of various pricing options for Board consideration. Phase I resulted in two SJHTCA Board actions: February, 2000: The SJHTCA Board formally directed TCA staff to explore pricing options that would allow revenue to grow incrementally, and to ensure revenue stability for the corridor after 2007, while continuing to ensure free-flowing traffic conditions. June, 2000: The SJTHCA Board adopted a Revenue Stabilization Plan that includes revised toll ramp pricing schedule, increasing tolls at five ramps effective July 10, 2000. The Board also directed staff to develop a system-wide value pricing program covering the SJHTC for Board consideration and an incentive program to recognize FasTrak patrons who frequently use the Corridor. December, 2001: The Board of Directors approved a nominal $0.25 peak period mainline premium N/B a.m. and S/B p.m. weekdays effective February 2002 with the exception of holidays. Implementation of full value pricing program is on hold because of concern of permanent diversions resulting in a revenue negative position. All mainline cash transactions 24/7 will increase $0.50 to encourage conversion to FasTrak use.

Phase II: During Phase II, the SJHTC Pilot Project will establish a peak period premium on the San Joaquin Hills Transportation Corridor, monitor and evaluate its effectiveness for 6 months, and implement a refined value pricing schedule based on that experience. The initial peak period premium is designed to redistribute trips on the toll road from peak hours to less-congested shoulder and off-peak hours. Phase III: A preliminary work plan for Phase III, Refinement of Value Pricing Schedule, was included in the original August, 1999, pilot project submittal. The final work plan for Phase III will be refined and submitted to FHWA for funding prior to completion of Phase II. Full implementation of Phase II peak period pricing is on hold pending final decision for consolidation of the San Joaquin Hills Transportation Corridor Agency and the Foothill/Eastern Transportation Corridor Agency in April-May 2003.

For More Information Contact: Terry Swindle, Phone: (949) 754-3487, E-mail: swindle@sjhtca.com.

Project Description:

The Florida Turnpike Enterprise, in conjunction with the Florida Department of Transportation, the Miami-Dade Expressway Authority, the Miami-Dade Metropolitan Planning Organization and local officials recently completed a study of the feasibility of implementing value pricing on a 29-mile section of the Homestead Extension of Florida's Turnpike in Southwest Miami-Dade County. The purpose of the study was to conduct basic travel research that was used to develop and evaluate value pricing strategies and options. The primary tasks in this value pricing study included the following:

• Complete a congestion inventory of the study area including level-of-service, travel time and delay analysis, vehicle occupancy, origin and destination surveys, and location of bottlenecks and system deficiencies.
• Conduct travel behavior research through focus groups and obtain the views of the public on traffic conditions, and specific value pricing options.
• Develop and evaluate a broad range of value pricing strategies and options.

Value pricing strategies were screened using a qualitative analysis and information from other value pricing studies in order to refine the strategies into a smaller number of options. The remaining strategies then underwent a more detailed quantitative analysis. Public involvement, including educational and outreach components (newsletters and project web site), as well as workshops with stakeholders and focus groups were an ongoing process throughout the study. The study considered the effect of toll rate changes on traffic conditions, and evaluated their application as a value pricing strategy.

Recent Accomplishments/Results:

The study is complete. The results of the congestion inventory and focus groups indicate the corridors in the study area are heavily congested and perceived to be getting worse. Some existing time shifting for both work and non-work trips occur today, however, peak period congestion is extremely difficult to avoid. The Express Lane concept with capacity additions was almost universally liked - focus group participants appreciated the fact that new capacity would be provided and that they would have a choice between the higher-priced new lanes and the existing lanes. Only a small number expressed concern about differential ability to pay. The focus group members liked the idea of having an option that they could use when they needed to avoid congestion. The study developed, refined and evaluated several value pricing strategies, including Express Lanes, in terms of location, scale, pricing, design concept, supporting measures and toll collection options. A study video is complete. The study recommendations would pursue 2 Express Lane Options on the HEFT. Segment 1, on the HEFT between SR874 and SR836, would be expanded to 8 general use lanes and 2 elevated reversible Express lanes. Segment 2, on the HEFT between SR836 and I-75, would allow for 6 general use lanes and 4 Express lanes (2 on each side). Recommendations also included working with the Miami-Dade Expressway Authority to coordinate the design, pricing strategy and construction schedule thus coordinating with the MDX's planned Express lanes on SR836. The Turnpike Enterprise is currently completing a Mini-Master Plan for Segment 1, to better assess the operational impacts and costs associated with both the traditional capacity addition and the reversible Express lanes.

For More Information Contact: Mr. Gary Phillips -URS Corporation, Phone: (850) 574-3197, E-mail: at Gary_Phillips@urscorp.com.

Project Description:

The Lee County Heavy Vehicle Project is an implementation project that expands the on-going LeeWay Variable Pricing Program to commercial vehicles on the Cape Coral and Midpoint Memorial bridges. The existing Variable Pricing Project which began in August 1998 provides motorists with a 50 percent discount off the $1 toll during selected "off peak" hours as an incentive to change driving habits from peak to off-peak times. Variable pricing times are Monday through Friday from 6:30 to 7 a.m., 9 to 11 a.m., 2 to 4 p.m., and 6:30 to 7 p.m. The program is available to LeeWay account holders who pay their toll electronically and currently applies to commuter (two-axle) vehicles only.

The Heavy Vehicle grant expands the program to allow larger vehicles to participate in the program encouraging them to travel during off-peak times. The project includes developing a Monitoring and Evaluation Plan (MEP), the procurement of Automatic Vehicle Classification (AVC) and Automatic Vehicle Separation (AVS) hardware and software, data collection and the public outreach process which includes: focus groups, in-lane surveys, brochures and public presentations.

Recent Accomplishments/Results:

The issues relating to the project have almost exclusively related to the toll system performing the AVC and AVS functions required to determine the appropriate toll for the larger vehicles. Fortunately it appears that the technology is now mature and the AVC/AVS vendor has been selected and preliminary testing of the technology, compatibility with existing equipment, and accuracy ratings are being conducted.

Additionally, the MEP has been finalized, the software proposals and estimates have been negotiated and are moving forward, and a database of frequent heavy vehicles has been compiled. A business rules committee has also been formed and is meeting to establish the audit and business rules in anticipation of the equipment installation and fine tuning.

For More Information Contact: Kris Cella, Cella & Associates, Inc., Phone: (239) 337-1071, E-mail: kcella@cella.cc or Chris Swenson, P.E., CRSPE, Inc., Phone: (239) 573-7960, E-mail: crs@crspe.com.com.

Project Description:

Study and evaluate the potential for use of variable pricing on the Pennsylvania Turnpike's Mainline and Northeast Extension. The goal of the project is to evaluate the potential of variable pricing to:

• Assist in congestion management by providing economic incentives for traffic to shift away from peak travel periods;
• Assist in achieving wider public acceptance and market penetration of E-ZPass;
• Assist in providing improved traffic flow and enhanced safety along Turnpike facilities;
• Enhance traffic and revenue growth.

SCOPE, COST, AND DURATION OF PILOT PROJECT:

Phase 1- Basic Study and Evaluation- $650,000- 12 months

Phase 2- Pilot Implementation Programs- $2,700,000- 12 months

Revenue Reserve Fund, Phase 2- $500,000 (approximate)

Subtotal: Phases 1 & 2- $3,850,000

Phase 3- Implement Value Pricing- Schedule and cost to be determined

Recent Accomplishments/Results

• Federal funds for Phase 1 and part of Phase 2 have been allocated and authorized;
• Work on study phase began in April, 2002; refined program options are currently being evaluated, and completion of Phase 1 is scheduled for April 1, 2003;
• Prime consultant is Wilbur Smith Associates; Project Principal is Edward J. Regan III, (203) 865-2191.

For More Information Contact: Robert J. Smith, Director of Finance, Phone (717) 939-9551 x2432, E-mail: rsmith@paturnpike.com, or George L. Hannon, Special Assistant, Phone: (717) 939-9551 x5124, E-mail: ghannon@paturnpike.com.

Project Description:

The toll-road concept was developed by Governor Alfred Driscoll to connect the shipping and industrial hubs of Camden and Trenton to Elizabeth and Newark. The New Jersey Turnpike Authority (NJTA) operates a 148 mile, 28 interchange (exits) facility, with two more interchanges planned during the next decade. It is one of the most densely populated roadways in the country with average daily traffic exceeding 500,000 vehicles. It has 12 service centers that sell gasoline, consumables and gifts. In 1992, 50,000,000 gallons of gasoline were dispensed, a factor that helps keep the tolls at a minimum.

Since its inception, the Turnpike has employed the price differentiation based on Use of facility: the longer distance traveled the higher the toll-and Vehicle Classification: the amount of the toll is based on number of axles, vehicle type and tare weight. The project's main focus is to monitor the impacts of the New Jersey Turnpike Authority's Value Pricing Initiative, both at the system wide level and at the user level. The research team is interested, among other things, in assessing the behavioral changes as a consequence of the implementation of value pricing. To maximize the cost-effectiveness of the resources available to this investigation, the project team decided to study: (a) the impacts of value pricing on the traffic of the entire Turnpike; and (b) the behavioral impacts of value pricing on the users of the Northern part of the Turnpike. This enables the project team to cover the entire length of the project and, at the same time, conduct advanced behavioral modeling on the most congested section of the Turnpike. The three main focus areas of this study are: Descriptive Analyses, Behavioral Analyses and System Wide Impacts.

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

Project Description:

The Port Authority of New York and New Jersey (PANYNJ) is a bi-state agency in charge of the "Port District", a bi-state area of approximately 1,500 square miles. The PANYNJ is a self- supporting public agency that relies almost entirely on revenues generated by facility users, tolls, fees and rents. It does not receive tax revenues from any local or state jurisdictions, and has no power to tax. It is governed by a Board of Commissioners appointed by the Governors of the States of New York and New Jersey. The primary users of its facilities comprise of an estimated 121.4 million vehicles using the interstate crossings and approximate 65 million interstate transit system riders. Since the events of September 11, 2001, the demands on the PANYNJ facilities have changed.

The main emphasis of the investigation is on the analyses of behavioral impacts of the value pricing initiative, specifically in assessing the behavioral changes as a consequence of the implementation of value pricing, in addition to monitoring the behavior of shippers, businesses and commercial vehicle operators. Other areas of inquiry are: Impacts on the Various Socio-economic Segments, Media and Institutional Reactions, and Network Impacts.

Recent Accomplishments/Results:

A number of meetings and conference calls have been held. These gatherings have been used to finalize the scope of work, define the data collection plan, and decide on the assignments to the different project partners.

The Port Authority of New York and New Jersey has provided extensive data for the analyses. The project team is analyzing this traffic information to produce a preliminary assessment of the impacts upon traffic patterns.

The project team is planning to organize focus groups with facility users (commercial vehicles, passenger car drivers) to gain insights into the nature and characteristics of their choice processes. This knowledge is going to be used to design the (behavioral) data collection process of this investigation.

For More Information Contact: José Holguín-Veras, Ph.D., P.E., Associate Professor, Rensselaer Polytechnic Institute, 110 8th Street Building JEC 4030, Troy NY 12180-3590; E-mail: jhv@rpi.edu.

Project Description:

The purpose of this study is to evaluate the potential for implementing Value Pricing and Open Road Tolling along the Sawgrass Expressway in Broward County, Florida. This feasibility study represents the first phase of an eventual two-phase process. The phases are as follows:

• Phase 1: Feasibility Study
• Phase 2: Design and Implementation

The newest trend in the tolling industry takes Electronic Toll Collection (ETC) to a new level of efficiency. Open Road Tolling (ORT), as it is called, utilizes ETC to create a tolled highway system free from toll plazas and delays. This technology has the potential to change the toll industry by providing improved customer service, lower operating and maintenance costs, and 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. By eliminating the toll plazas themselves and the necessary merging and weaving that occurs entering and exiting the plazas, roadway capacity and safety are enhanced.

Customers with a transponder would already have a pre-paid account with the toll agency. The toll charge would be automatically debited from their account. For customers without a transponder, their license tag would be photographed and the owners sent a monthly bill, including a surcharge reflecting the additional handling costs. The surcharge would provide an incentive for frequent customers to use the transponders The 23-mile Sawgrass Expressway, located in Broward County (Fort Lauderdale), was chosen for this study based on the following facility characteristics:

• Isolated system, it only interacts with the Mainline Turnpike on its northern end.
• Existing peak-hour capacity issues.
• A currently programmed capacity project which may provide an opportunity to implement study recommendations.
• Good mix of commuters and tourists.
• Opportunities to correct weaknesses in the current tolling plan (non-tolled movements and toll inequities).

The study will begin in February 2003 and will be developed in coordination with local governments and the local FDOT Districts. Both ORT conversion and value pricing scenarios are high priorities for consideration and evaluation by the Turnpike Enterprise, and Transportation Expressway Authority Members of Florida (TEAM FL), which is an association comprised of all major toll agencies in the state of Florida.

For More Information Contact: Randy Fox, Florida Department of Transportation, Turnpike Headquarters, Building 5315, P.O. Box 613069, Ocoee, Florida 34761, Phone: (407) 532-3999 ext.3041, E-mail: Randy.Fox@dot.state.fl.us.

Project Description:

Influence a shift in drive alone commuters to HOV modes through parking strategies and HOV incentives. Focus on adjusting the interests of property owners, employers, and parking operators by creating awareness of the benefits to them from improving access in the Seattle CBD.

Phase 1 (2000 - 2001): During Phase 1, the project assessed downtown conditions and experimented with several TDM strategies. We learned that:

1. Parking pricing must focus on cooperative ventures with high rise owners to make SOV commuting more expensive and less convenient;
2. Cash-out is most effective when multiple options are presented to employers. Our research shows that cash is not always the most effective carrot that can be offered for parking - flexibility is; and
3. Target audiences and interests have shifted due to the economic downturn in the region. Phase 2 (2001 - 2003): Areas of emphasis now include:

1. Reconstruct parking pricing and allotment practices through conversion of long-term to short-term stalls; create a risk fund to guarantee revenue to private parking operators who reconstruct pricing; and, lease stalls for HOV and short-term use. An investigation of pricing reconstruction has determined that local providers already maximize their pricing approaches vis a vis short term stalls. We will test the leasing of stalls for HOV use, and test a full service carpool registration, monitoring and evaluation product for the downtown market. We will use stalls in private garages first, and eventually attempt to consolidate with public spaces.
2. Work with multiple partners, including high rise building managers, parking operators and employers.
3. Analyze the impacts of the economic downturn on this project. Based on our research, the efforts identified above will still have impact in the current economic climate, but our message will change to emphasize cost savings to employers.
4. Monitor and evaluate activities including formative evaluation represented by ongoing monitoring and reporting of progress over 2001-2003 period, a check on progress toward outcomes at the end of 2002, outcome evaluation of cash-out and parking price impacts in 2003, and an analysis of project costs and benefits.

Recent Accomplishments/Results:

• Invited multiple experts and stakeholders to participate in a meeting to explore the feasibility of forming a Transportation Management Association in Downtown Seattle to continue the mission of the Downtown Seattle Access Project.
• Bank of America Tower Commute Option Program awarded ACT award for Outstanding Service: Private Sector.

For More Information Contact: Kathy Koss, King County Metro, 400 Yesler Way, M.S. YES-TR-0600, Seattle, WA 98104, Phone: (206) 684-1649, Fax: (206) 684-2058, E-mail: Kathy.Koss@metrokc.gov.

Project Description:

Car-sharing is a neighborhood-based, short-term auto share program. Located throughout San Francisco, and expanding rapidly throughout the Bay Area, City CarShare is the nation's only non-profit, fully-automated car-sharing program. As cities throughout the Bay Area struggle to find practical solutions to congestion, parking and traffic-safety problems, car-sharing provides an elegant, sensible and fun alternative.

For More Information Contact: Elizabeth Sullivan, Executive Director, Phone: (415) 995-8588, E-mail: elizabeth@sfcarshare.org, Website: www.citycarshare.org.

Project Description:

The Way to Go, Seattle! demonstration project asks households to use one less car and keep daily records of how they got around. Households are paid $85 a week (the average national cost of owning a second vehicle) during this time to simulate the financial savings they would realize if they actually sell one of their cars. 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, busing, biking, or walking more.

The project's goals are to:

• create a quantifiable TDM project where we can measure the reduction in miles driven as a result of the investment; and collect data on both barriers and incentives to non-work trip reduction
• show people that they can save money and simplify their lives by not owning a second - or even first car, and
• reduce neighborhood traffic and automobile-caused air pollution.

Innovations and Pricing:

Way to Go, Seattle! is one of the first trip-reduction efforts to look at all travel, not just commute trips. Approximately 75% of trips are non-work related trips. This project uses innovative pricing to influence transportation behavior by changing the perceived price of car ownership. When people have a car readily available, they tend to think that using it is free, since the up front costs are already paid and each trip incurs few additional costs. The project helps people review their transportation choices and see how travel by foot, bicycle, transit and ridesharing is competitive with the private automobile.

For More Information Contact: Ms. Jemae Hoffman, Planning Office; Phone: (206) 684-8674; Fax: (206) 233-0085; E-mail: jemae.hoffman@ci.seattle.wa.us; Website: www.cityofseattle.net/waytogo.

Project Summary:

This GA DOT/GA Tech incentive program is designed to assess the effects of converting fixed automotive insurance costs into variable driving costs. The main research hypothesis is that given a cent-per-mile insurance pricing system, individuals will modify their driving patterns in an effort to reduce their total insurance rates, pocketing the savings. To establish baseline travel patterns, the research team is monitoring the driving patterns of a pool of 875 household participants for one year with no pricing treatments. The Atlanta-based study includes 600 households already participating in a National Highway Traffic Safety Administration (NHTSA) safety research study, plus 275 additional households recruited through this Value Pricing study.

In the second year of the study, insurance rates for value pricing study participants will be assessed on a per-mile basis, such that if they continue their pre-existing driving patterns, their annual insurance premiums will remain unchanged. However, participants that reduce their household miles of travel will receive insurance rebates in accordance with their mileage-based rate schedule. 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 the travel behavior changes. During the third year of the study, the participants will experience a "risk-adjusted" premium rate schedule incorporating risk factors-such as time of day, congestion levels, high speed, and hard acceleration-into the mileage exposure-based premium structure. By encouraging reductions in risky driving, the program is expected to in turn reduce congestion related to non-recurring incidents (e.g., crashes).

A FAIR lanes simulation will also be carried out along the GA 400 toll facility. Participants choosing to travel on the slower, parallel, non-freeway free route will be offered "toll credits" which may be used on days they choose to travel on the faster GA 400 freeway route. The simulation will provide important data on travel behavior responses to the FAIR lanes concept if it is implemented in Atlanta.

Recent Accomplishments/Results:

• The first 160 crash-monitoring vehicles that are participating in both the NHTSA safety study and the Atlanta value pricing study were deployed in the fall. More than 15,000 trips with second-by-second speed, acceleration, and position data have been collected to date.
• The contract for second generation monitoring equipment (being deployed in 500 vehicles) was finalized in the summer and the research team constructed the prototype system. Final test approval will lead to delivery and installation in early February 2003.
• The research team has contracted with a team of independent installers who are standing by to install 40-50 units per week.
• The final sample frame and recruitment procedures are approved. Recruitment will begin as soon as equipment is received.
• The final survey was redesigned, approved, and submitted for printing. Approximately 3000 employers will be surveyed in all, across spring and summer sampling frames.
• The project continues to receive attention in professional forums with the presentation of papers at the November ISOTech Insurance Industry Conference (Orlando, Florida) and at the Fourth International Conference on Decision Making in Urban and Civil Engineering (London, England).

For More Information Contact: Randall Guensler, Georgia Institute of Technology, Phone: (404) 894-0405, E-mail: randall.guensler@ce.gatech.edu.

Project Description:

The Minnesota Department of Transportation (Mn/DOT) has selected the consultant team headed by Cambridge Systematics to conduct a demonstration of how drivers would change their travel behavior if some of the fixed costs of owning and operating a vehicle are converted to variable cost. Cambridge Systematics proposed an innovative approach in which auto manufacturers or leasing companies will test-market new products that would be billed on a per-mile basis. The hypothesis is that a per-mile leasing product will benefit drivers through lower costs; will benefit leasing companies through more reliable depreciation of their assets; and will benefit society through lower vehicle miles of travel.

The basis for this work has grown from the understanding that vehicle owners/leaseholders currently operate under a "smorgasbord" government pricing structure for vehicle registrations. Likewise the auto insurance industry primarily offers a "drive as much as you want" product based on semi-annual renewals. Neither government fees nor insurance rates offer price incentives to reduce miles driven. As well, leaseholders have little incentive to drive less than the allotted annual mileage cap in their lease.

This project will test the price sensitivity of driving behavior by demonstrating how the replacement of some fixed costs with various types of per mile pricing incentives might induce travelers to make different travel decisions that financially benefit themselves as well as contribute to overall traffic demand management goals. The consultant team is currently in the process of negotiating with a private sector auto leasing partner(s) with the target of executing an agreement by early 2003. Market research planning efforts are also underway.

Approximately 300 vehicle owners and/or leaseholders will be enrolled in a longitudinal study intended to examine the effects of alternative government and private sector fee structures. A baseline assessment will be conducted to determine driver habits and patterns and to test data collection and reporting technologies. Upon completion of the baseline assessment, drivers will be offered individually tailored financial incentives to measure the reduction of vehicle miles of travel under alternative fee structures. Tests will be focused on developing the best possible understanding of price elasticities and how they vary by income, location, annual mileage driven and other factors.

The project will use, as appropriate, ITS, GPS and cellular technology to record and report vehicle mileage, locations where driven and time-of-day. A range of price-signal frequencies will be tested within each experiment category to evaluate driver response.

Strategically, this demonstration is driven by the recognition that bundled government and private sector costs can significantly enhance the value of the price signal that drivers receive, thereby providing greater motivation to make beneficial changes in travel habits. Conducting a real world test of driving price elasticity will enable decision makers to better understand transportation pricing policy and its effects on driver behavior. A possible outcome of this demonstration might be a reassessment of government motor vehicle fee structures that will help to address growing peak period travel. This demonstration may help lease companies structure incentives to reduce miles driven over the life of the lease, thus improving resale value of vehicles.

For More Information Contact: Kenneth R. Buckeye, Mn/DOT, Phone: (651) 296-1606, Fax: (651) 215-0443, E-mail: kenneth.buckeye@dot.state.mn.us.

Project Description:

The Florida Department of Transportation's proposal to the Value Pricing Pilot Program to, along with the Federal Highway Administration, the Organisation for Economic Cooperation and Development, and the Transportation Research Board, organize and sponsor an international symposium/workshop on road pricing has been approved and funding has been awarded.

The symposium will assemble all of the key pricing experts and expertise from across the U.S. and overseas, and will provide a unique opportunity to synthesize the lessons learned about pricing policies throughout the world. It will generate 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 in Florida and beyond. Discussions/presentations are expected to focus on policy and project issues surrounding a variety of pricing approaches that can manage congestion and improve mobility, enhance the environment, promote economic sustainability, and aid in offsetting revenue shortfalls for transportation facilities.

Recent Accomplishments/Results:

A cooperative agreement was signed in September 2002. A Planning meeting was held in November. The Workshop is scheduled for November 2003 in Florida. A steering committee has been formed.

For More Information Contact: Claire Felbinger, Transportation Research Board, Phone: (202) 334-3177, E-mail: cfelbinger@nas.edu.

Project Description:

The origins of this project are found in the regional transportation plan, Destination 2030, which recommends that the region implement a pricing demonstration before 2006. The key features of the pilot are (1) in-vehicle, GPS-based billing, (2) a hold-harmless billing design, (3) system-wide pricing, and (4) an experimental vs. control research design.

In-Vehicle GPS-Based Billing. In this pilot, devices [in-vehicle meters] will be placed in participants' vehicles that impose different prices per mile to travel depending upon the location and time of travel. Drivers will be made aware of the pricing both though maps and other printed material, and a real-time read-out on the in-vehicle meter. The location and time of travel of the vehicle will be determined by an integrated GPS antenna/receiver, which will also be used to calculate highway user charges. For study purposes, the hold-harmless billing approach (see below) offers a natural penalty system.

Hold-Harmless Billing. This pilot has special features designed to expose drivers to congestion-pricing type road user charges while still encouraging voluntary participation. Specifically, 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. The effect on behavior should be the same as the effect of paying out of their own pocket, but without the adverse participation effects.

System-Wide Pricing. The GPS approach has been selected because it offers a cost-effective method of pricing ubiquitously. By relying on "In-Vehicle Meters", the need for expensive wayside antennae is eliminated, and even arterial roads can be priced cost-effectively. This is important in a region such as the Puget Sound where the extensiveness of the highway network makes selective pricing pilots difficult to implement without significant diversion. In addition, as changes in vehicle propulsion technologies evolve, there likely will be a need for a replacement for the existing ubiquitous pricing scheme of fuel taxes.

Experimental vs. Control Research Design. In this demonstration project, the effects of the pricing policy are measured by comparing the travel behavior of participants before and after the policy. Unlike other demonstration project designs that require the participation of everyone on one affected corridor or facility, this study design permits measurement of behavior in multiple places in the network at low cost. This will provide much broader information about the prospects and potential for road pricing in various trip settings, and expose users in a broader geographic area to the principle.

Recent Accomplishments/Results:

On December 16, 2002, the Regional Council issued a request for statements of qualifications from firms interested in providing consultant services on Phase 1 (Development Phase) of the project. More information on project phasing and contract scope can be found at the Regional Council's web page: http://www.psrc.org/about/rfps/index.htm .

For More Information Contact: Matthew Kitchen, Puget Sound Regional Council, 1011 Western Avenue, Suite 500, Seattle, WA 98104-1035; Phone: (206) 464-6196; E-mail: mkitchen@psrc.org.