A Domestic Scan of Congestion Pricing and Managed Lanes

Appendix A: Survey Questionnaire
Appendix B: Contacts for Survey on Domestic Scan of Congestion Pricing and Managed Lanes
Appendix C: Technical Report Documentation Page

Atlanta, Georgia - Metropolitan Area

Region Experience with Congestion Pricing and Managed Lanes

HOV lanes are the only type of managed lanes that have been implemented in the Atlanta region, and there has been no implementation of congestion pricing. The region does have experience with tolling as a result of the Georgia SR 400. The planned I-20 Managed Lanes Corridor project will add two managed lanes per direction along I-20 Corridor from east of I-285 to Turner Hill Road for approximately nine miles. Three general purpose lanes per direction would be maintained along the project length. This project was recently under a public comment period and has advertised a request for proposals. A Value Pricing Pilot Program study was also completed for I-75 South in Atlanta.

In 2005, the Georgia DOT authorized a regional study of managed lanes. At about the same time, the Atlanta Regional Commission (ARC), the MPO for the Atlanta region, also created the Managed Lanes Planning Team for Envision6, their next MTP update. The team set a goal of developing a regional policy that incorporated the pricing concept. Team members included representatives from the Georgia DOT, the Georgia Regional Transportation Authority (GRTA), the Metropolitan Atlanta Rapid Transit Authority and the State Road and Tollway Authority (SRTA). Representatives from the U.S. Department of Transportation were also invited to participate. In 2007 the Georgia DOT adopted a managed lane vision and in 2008, the Georgia DOT and SRTA boards authorized a feasibility study for converting existing HOV lanes to HOT lanes. Public-private partnership proposals are under consideration for several corridors in the Atlanta region.

The Georgia DOT, the ARC, SRTA, GRTA, local governments (Gwinnett and Cobb Counties), and a broad range of private sector firms have advocated for consideration of these options. The managed lanes projects will be part of a future network of managed lanes in Atlanta, as described in the Metro Atlanta Managed Lanes System Plan.

Prioritization of future managed lane/pricing projects will be determined based on their expected performance in meeting regional needs such as congestion relief, land use impacts, and environmental impacts. The performance measures used to prioritize projects were selected to assess the potential impacts on recurring and incident-related delay; environmental impacts on resources such as flood plains and wetlands, and support for regional land use/development objectives according to the Unified Growth Policy Map. These measures were selected in a collaborative process among stakeholders to ensure consensus on their use. The regional travel demand model has been used to quantify potential project performance. Geographic Information Systems have been used to identify the potential environmental impacts of the project. Furthermore, benefit-cost analysis was used as part of the decision-making process for project prioritization.

Public and Stakeholder Outreach and Involvement

In the planning process for managed lanes along the corridors in Atlanta, extensive stakeholder outreach was conducted with focus groups and open houses. ARC has established an on-going managed lanes planning team to educate stakeholders on the benefits of managed lanes. One goal of the managed lanes planning team is to explore and address the public perception that the managed lanes projects would have limited benefits to overall system users.

Integration into the Metropolitan Transportation Planning Process

The concept of congestion pricing and managed lanes has been integrated into the regional planning process. The use of managed lanes is an evolution of the region's HOV planning concept and places an emphasis on pricing. Consideration for pricing and managed lanes projects will continue into ARC's MTP updates. According to the MTP, revenue generated from the managed lanes is expected to be used for project costs and maintenance of the project, but any excess revenue will be distributed among other projects such as corridor transit. The region's CMP has been used to help identify congested facilities and potential project solutions, including the consideration of managed-lanes/pricing alternatives.

Integration with Regional Operation and Intelligent Transportation Systems

Managed lanes and pricing projects are being planned to include ITS management tools, incident response and active monitoring via cameras and speed detection devices. Consideration of congestion pricing and managed lanes is fully integrated into the Regional Concept for Operations.

Lessons Learned

The Atlanta region has extensive past experience implementing HOV projects and has found the projects to be successful. Increasing emphasis is being placed on the use of pricing as a tool. The primary lesson in recent years for Atlanta has been that public-private partnerships are very complex for all agencies involved. When federal funding is included in a public-private partnership, project delays are likely to occur.

References

For information about the I-20 Managed Lanes Corridor, see:

1. http://www.dot.state.ga.us/informationcenter/programs/ppi/ProjectsandProposals/Pages/I-20ManagedLanesCorridor.aspx

For more information about the I-75 Corridor study, see:

2. http://knowledge.fhwa.dot.gov/cops/hcx.nsf/All+Documents/6080542690A069478525707B0068FE3A/$FILE/SRTA%20I-75%20Final%20Report.doc

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Dallas - Fort Worth, Texas - Metropolitan Area

Dallas Region Experience with Congestion Pricing and Managed Lanes

In Dallas the I-30 Tom Landry Express Toll Lanes project opened on August 2007 as a "Managed HOV Lane". The project is currently operating in HOV-only mode. It will transition to "Express Lanes" with pricing in later phases as the tolling infrastructure is finalized. This project will include deceleration lanes, dynamic pricing and extended operating hours. The features proposed for I-30 are also being proposed on other facilities in the Dallas - Fort Worth region and likely other parts of Texas. The signing schematic for the project is being finalized for submission to Texas Department of Transportation to be integrated with statewide guidelines for managed lanes development. As this work progresses, it will be used as input into Federal Highway Administration's Manual on Uniform Traffic Control Devices (MUTCD) published updates on this topic. A "Draft" Comprehensive Pricing Model that includes dynamic pricing and testing of the different HOV eligibility rates for this project has been submitted. In addition to the I-30 project, the I-635 project is currently being planned and will consist of a 14-mile tolled managed lanes facility within the right-of-way of I-635. Corridor studies involving the evaluation of congestion management opportunities are being conducted for the I-35W corridor. The implementation of two managed lanes in each direction along the median of I-35W is being considered.

Process of Initiation and Evaluation of Projects

Key advocates of the managed lanes projects include Texas DOT, Dallas Area Rapid Transit (DART), and North Central Texas Council of Governments (NCTCOG). Texas DOT has taken the lead in implementing the new projects. DART is taking the lead in studying the possibility of migrating the existing HOV network into a HOT network. The Texas Toll Authority is the toll operator for all priced facilities. The I-30/Tom Landry Project has a requirement that Texas DOT and the Federal Highway Administration sign a Toll Agreement that will include a specific "Performance Goals, Measures, Monitoring and Reporting Program" component. This agreement will be published in the federal register for comment. Speed, volume, vehicle occupancy, use of revenue, incident clearance time, lane availability and toll rates will be monitored and evaluated for compliance with the project specifications.

The Texas Express Toll Lanes on I-30/Tom Landry in Dallas was selected as a demonstration project as a result of a Regional Value Pricing Corridor Evaluation and Feasibility Study completed in 2005. Similar to other managed lanes projects, the I-30/Tom Landry project followed a standard project development process that included full corridor analysis. The NCTCOG regional model has been used extensively to perform traffic projections and analysis for the assessments of the individual projects and for the Regional Value Pricing Corridor Evaluation and Feasibility Study. Environmental documents have been prepared on a project-by-project basis to meet NEPA requirements.

Public Outreach and Involvement

The issue of global warming has helped the public and stakeholders realize some of the benefits of congestion pricing or managed lanes. NCTCOG has conducted public hearings, presentations and open houses to further educate the public about equity issues concerning congestion pricing and managed lanes.

Integration into the Metropolitan Transportation Planning Process

Mobility 2030 is the current MTP for the Dallas-Fort Worth region. The plan was approved in January 2007 by the Regional Transportation Council (the independent policy board of the MPO) and the recommendations contained within Mobility 2030 received an air quality conformity determination by the U.S. Department of Transportation in June 2007. Mobility 2030 identifies a proposed network of tolled facilities with congestion-based pricing and a proposed network of managed lanes where pricing will be used to manage the level of utilization of HOV lanes. The proposed networks reflect the conclusions of the 2005 Regional Value Pricing Corridor Evaluation and Feasibility Study. The RTC has also passed a resolution that requires that all Major Investment Studies (MISs) include evaluation of operational management and travel demand reduction solutions. The region's CMP identifies a set of potential solutions that are to be considered in each MIS and congestion pricing is included among the travel demand management solution options.

Integration with Regional Operation and Intelligent Transportation Systems

Meetings have been conducted on a regional basis to have a common architecture for ITS. This has helped interconnect the metropolitan area's traffic management centers with deployed and to-be-deployed technology.

Lessons Learned

Lessons learned from the Dallas-Fort Worth metropolitan area include:

1. Occupancy detection, declaration and enforcement are financially important for these facilities to ensure that the lanes are being used properly and to sustain broad public support for the concept.
2. Communication with the potential users, adjacent communities, transportation providers, policy makers, local governments and elected officials should be ongoing.
3. Staying current with what is going on around the country in implementation and research is of great benefit.
4. It is important to stay flexible and responsive to operational and pricing policies.
5. How you refer to the aspects of congestion pricing (toll, price, fare, fee, etc.) can have an influence on public and decision-maker support.

References

For more information on the Regional Value Pricing Corridor Evaluation and Feasibility Study see:

• http://www.nctcog.org/trans/mtp/valuepricing/rvp_study.pdf

For more information on the I-30 Tom Landry Express Toll Lanes project, see:

• http://www.keepitmovingdallas.com/2006+Public+Hearings/

For more information on the I-635 Managed Lane Project, see:

• http://www.txdot.gov/business/partnerships/i_635.htm

For more information on the I-35W Corridor study, see:

• http://www.txdot.gov/project_information/projects/fort_worth/i_35w/study.htm

For more information on Mobility 2030, see:

• http://www.nctcog.org/trans/mtp/2030/index.asp

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Kansas City, Missouri - Metropolitan Area

Region Experience with Congestion Pricing and Managed Lanes

There are currently no congestion pricing or managed lanes projects in operation in the Kansas City metropolitan area, but the Mid-America Regional Council (MARC) (the region's MPO), the Kansas City Area Transportation Authority (the region's major transit provider), and the Regional Transit Alliance (a 501(c)3 advocacy organization) have advocated for congestion pricing and managed lanes projects. The Missouri Department of Transportation has incorporated consideration of managed lanes into the I-70 Major Investment Study and First Tier Environmental Impact Statement, which is in progress. The Kansas City region has a long history of roadway pricing, with a portion of I-70 that is the Kansas Turnpike.

Process of Initiation and Evaluation of Projects

As congestion pricing and managed lanes projects emerge for regional consideration, they will be evaluated based primarily on the impact to the highway corridor level of service. In addition, vehicle miles traveled (VMT) and vehicle hours traveled (VHT) performance measures will also be used to evaluate the benefits and impacts of the project. The managed lanes project that is being considered for the I-70 as well as any other congestion pricing or managed lanes projects that are considered by the region will be modeled using Mid-America Regional Council's 4-step travel demand forecasting model.

Public and Stakeholder Outreach and Involvement

Public and stakeholder outreach for the managed lanes project that is being considered for I-70 as well as any other congestion pricing or managed lanes projects that are considered by the region will be incorporated into the environmental review that is part of the NEPA process.

Integration into the Metropolitan Transportation Planning Process

Congestion pricing and managed lanes are strategies in the local "Congestion Management Planning Toolbox," which is used in the environmental review for regional projects. The MARC is integrating the concept of congestion pricing and managed lanes into the metropolitan planning process. MARC also has an initiative called Linking Environmental and Transportation Planning, designed to find ways of better integrating environmental and transportation planning for the goal of a sustainable regional transportation system. The initiative is supported by a federal grant and uses MARC's advisory committee for stakeholder input and feedback.

References

For more information on the I-70 Major Investment Study, see:

• http://www.modot.org/kansascity/major_projects/I-70MISConceptualStrategies2b2c.htm

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Los Angeles-Orange County, California - Metropolitan Area

Region Experience with Congestion Pricing and Managed Lanes

In the Los Angeles-Orange County metropolitan area, there is currently one existing managed lanes project, SR-91 Express Toll Lanes in Orange County. The 91 Express Lanes is a four-lane, 10-mile toll road built in the median of California's Riverside Freeway (State Route 91) between the Orange/Riverside County line and the Costa Mesa Freeway (State Route 55). The SR-91 Express Toll Lanes are owned and operated by the Orange County Transportation Authority (OCTA). The Riverside County Transportation Commission (RCTC) is currently in the preliminary stages of evaluating the extension of SR-91 Express Toll Lanes into Riverside County. Complementary new HOT lanes on I-15 will include direct connections to and from the SR-91 Express Toll Lanes. The Los Angeles County Metropolitan Transportation Authority (LACMTA) is proceeding with the Los Angeles Region Express Lanes Project. This project is supported by federal grant funds under the US DOT Congestion Reduction Demonstration Program. The LACMTA intends to implement the demonstration program on two corridors in the Los Angeles area for a twelve-month period. The first is the I-10 corridor from I-605 to Alameda Street/Union Station (approximately 14 miles) and the second is the I-110 corridor from Artesia Boulevard to Adams Boulevard (approximately 11 miles). A "Concept for Operations" for both corridors is currently being finalized and the environmental documentation process has been initiated. A comprehensive assessment of the environmental justice impacts of the projects will be conducted to address the requirements of the California Environmental Quality Act (CEQA). NEPA requirements will be covered by an Environmental Assessment (EA).

Process for Initiation and Evaluation of Projects

The existing SR-91 Express Toll Lane came about as a result of California's public-private partnership law that allowed for four demonstration projects. Studies and evaluations of the SR-91 Express Toll Lanes have been completed, as required by a state law that there be annual reporting on HOT lane projects. The SR-91 Express Lanes extension project was selected by RCTC as they conducted their Measure A 10-Year Delivery Plan.

The LACMTA executed the Congestion Reduction Demonstration Memorandum of Understanding (MOU) with the US Department of Transportation (USDOT) in April 2008. The I-10 and I-110 HOT lanes in Los Angeles County were chosen based upon an analysis by LACMTA and Caltrans to identify those corridors that would best facilitate a HOT lane demonstration. Further technical studies and analysis of the Los Angeles County Congestion Pricing Operating Plan and concurrent research in support of the demonstration project are under way. To enhance the benefits of congestion pricing and managed lanes projects, consideration has been given to increasing transit service choices with improved rail service. Concern for global warming has increased interest in congestion pricing from the environmental community and expectations for these types of strategies will increase in order for the region to meet its AB32/SB375 requirements. AB 32 and SB 375 establish carbon reduction objectives by creating a state-based land-use planning and decision-making process.

Public and Stakeholder Outreach and Involvement

In the 1990s, the Southern California Association of Governments (SCAG) assembled a 75-member REACH Task Force (Reduce Emissions and Congestion on Highways) to evaluate the potential for emissions and congestion based transportation fees to achieve air quality and mobility goals. This effort introduced the concept of congestion pricing into the regional policy discussions. For the I-10 and I-110 LACMTA demonstration project, aggressive public outreach has been conducted to educate the public about the facilities and their benefits. Early in the project, efforts to engage the community and political stakeholders helped to identify issues that may evolve into equity or social concerns. Public outreach efforts include surveys and community meetings. In addition, LACMTA has developed and implemented a Public Outreach and Communications Plan for the project. Three Corridor Advisory Groups (CAGS) were formed to engage key stakeholders to provide feedback in the development of the project. Extensive public outreach is considered because of the perception that the project will benefit the wealthy. There is also a perception that charging a toll is "double taxation". There has been difficulty getting wide-ranging state legislative authority to implement pricing.

Integration into the Metropolitan Transportation Planning Process

Over the past decade, SCAG has consistently considered and evaluated innovative finance mechanisms in developing its MTP. During the development of the 2008 MTP, SCAG's governing board, the Regional Council, directed staff to pursue further study of congestion pricing. This was a result of many factors including the rapidly rising (at the time) costs of construction, recognition of the erosion of gas tax revenues due to inflation, and a gradual increase in the willingness to consider alternative financing mechanisms. SCAG is currently participating in the Caltrans effort to initiate a comprehensive Regional Congestion Pricing Feasibility Study that will begin in early 2009. SCAG will explore all options for feasible congestion pricing implementation in the six-county SCAG region: Los Angeles, Orange, San Bernardino, Riverside, Ventura and Imperial. The study will be adopted into SCAG's 2012 Regional Transportation Plan. Options will be evaluated based on speed, travel time and the state's mandate that facilities operate at a level of service C or better. In addition there will be an assessment of impacts to corridor mobility as may be experienced on local streets and general purpose lanes, as well as the impacts on lower income commuters along the corridors. The performance measures are consistent with the goals and objectives identified in the MTP. According to the MTP, the revenue stream generated from any particular corridor will be invested back into the same corridor in support of operations, maintenance and capital needs. When SR-91 Express Toll Lanes were converted from private to public ownership in 2003, toll revenues were allocated to needed improvements projects on those lanes.

Integration with Regional Operation and Intelligent Transportation Systems

ITS is a big part of managed lanes projects in California. A key component of the I-15 Managed Lanes project and other planned HOT lane facilities is signage that shows travel times in the managed lanes, comparing them with the free lanes. The Regional Transportation Management Centers monitor these facilities, and have the ability to stop tolling operations and open the facilities to everyone in the event of an incident in the free lanes.

Lessons Learned

The lessons learned in the Los Angeles-Orange County Metropolitan area include:

1. Partnerships with regional agencies as well and the application of an integrated multi-modal corridor management approach are important to gaining broad support.
2. Early outreach to key stakeholders and the public, and engaging and educating elected officials and policy makers were important in gaining support for managed lanes projects.

References

For more information on the congestion pricing projects in the region, see:

• http://www.metro.net/projects_studies/fastlanes/index.htm

For more information on the SR-91 Express Toll Lanes, see:

• http://www.91expresslanes.com/

For an annual study conducted on the SR-91 Express Toll Lanes, see:

• http://www.91expresslanes.com/generalinfo/91annualreport.pdf

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Miami, Florida - Metropolitan Area

Region Experience with Congestion Pricing and Managed Lanes

The 95 Express Project, which began tolling on an initial segment December 5, 2008, is a combined Bus Rapid Transit / Managed-Lanes project. It is the region's first project involving congestion pricing or managed lanes with tolling, although the area has extensive experience with tolling and HOV lanes. The 95 Express Project was implemented with federal funding assistance from the Urban Partnership Agreement (UPA) program. The lead agency on this project is the Florida Department of Transportation (FDOT). The Florida's Turnpike Enterprise provides tolling and violation enforcement operations. The 95 Express Project consists of approximately 21 miles of managed lanes, connecting the Miami Central Business District from I-395 in Miami-Dade County to I-595 in Broward County. The dynamic fee structure is "market based" with the ability to vary every 3 minutes depending on the changing levels of congestion. The critical system components include electronic toll collection, video for pricing and enforcement, traffic management and information dissemination including traffic monitoring and detection, and traffic and pricing information display to the users.

Project Highlights

Toll fees for the 95 Express Project will fluctuate with the goal of keeping traffic moving at a speed of approximately 45 - 50 mph. Toll fees vary between $0.25 and $2.65 from the Golden Glades Interchange to downtown Miami, and could increase to $6.20 in very extreme conditions. Emergency vehicles, transit buses, registered vanpools, registered carpools of 3+, registered hybrid vehicles and motorcycles can use the facility free of charge. Trucks are prohibited. Five additional bus routes and 23 new low emission buses are included in the 95 Express operational strategy and will originate from a number of locations in Broward and southern Palm Beach County. The project uses the existing HOV lane and a new lane created by re-striping the existing pavement to create narrower lanes and by partial use of shoulders. Separation of managed lanes from the general-purpose lanes is accomplished with tubular delineators. Ramp metering is also installed at the freeway entrance ramps to improve traffic flow.

Process for Initiation and Evaluation of Projects

The 95 Express Project was one of several FDOT operational improvements designed to reduce congestion. The project, which was one of the original Urban Partnership grant award projects from the US DOT, creates more travel options and encourages use of public transportation and carpooling. The Miami-Dade County Metropolitan Planning Organization (the MPO for the region), FDOT and the Miami Dade Expressway Authority (MDX) are all advocates of congestion pricing and managed lanes. There are plans to expand the express bus operations, which could enhance the managed lanes project. Evaluation of the managed lanes projects against the county's priorities and goals will be conducted for the first time in the upcoming MTP. A key performance measure is to increase the person-carrying-capacity of a corridor. Consultants have performed financial modeling for MDX and FDOT and have developed a congestion pricing module for the regional transportation model that can be run to estimate volumes on a time-of-day basis The next project being considered is the conversion of the US 1 busway to a managed lane facility.

Public and Stakeholder Outreach and Involvement

FDOT has conducted public meetings, workshops and hearings to educate the public about managed lanes and variable tolls. In 2005, during the development process of the Interstate Master Plan (IMP) for the Interstate 95 Corridor, a Public Involvement Plan (PIP) was prepared. The PIP identified and defined strategies to engage the users, property owners, agencies, private groups and governmental entities in the IMP development process. Strategies included meetings, presentations and public hearings in addition to the distribution of handouts, flyers, newsletters and brochures. The media helped inform the public about the development process and a web site was created to further educate the public about managed lanes and variable tolls.

Integration into the Metropolitan Transportation Planning Process

Studies of additional congestion pricing and managed lanes projects were included in the Unified Planning Work Program (UPWP) for the Miami-Dade MPO and are under way. Upon completion of these UPWP studies, the MPO will consider taking their recommendations into their MTP and subsequently into the Project Development and Environment process. Revenue generated from congestion pricing will first be used to repay bonds for the project, but any additional revenue will be used to support operations of transit in the corridor and finance future transit and highway improvements in the corridor.

Integration of Regional Operation and Intelligent Transportation Systems

The FDOT ITS Program, in partnership with District 5 Traffic Operations, has embarked on a major enhancement to the SunGuideSM Software that is used for dynamic message signs (DMS), vehicle detection control for ramp metering and incident management. In October 2006, the initial deployment of the SunGuide Software was accomplished at the Orlando Regional Transportation Management Center. This initial deployment consisted of SunGuide Software Release 2.2 along the I-95 corridor in District 5. The primary objective was for managed lanes and congestion pricing operation to be fully integrated with ITS. Considerations of congestion pricing and managed lanes have been integrated with other options in a Regional Concept for Transportation Operations.

Lessons Learned

Lessons learned in the Miami metropolitan area include:

1. Successful implementation of a first project is important to facilitating the implementation of other projects. Much of the concern about congestion pricing is addressed by a successful project.
2. It is important to involve the Federal Transit Administration and Federal Highway Administration early in the process of development of congestion pricing and managed lanes projects to ensure their support and approval.

References

For more information on the 95 Express Project, see:

• http://ops.fhwa.dot.gov/tolling_pricing/value_pricing/pubs_reports/projectreports/i95managedlanes/index.htm
• http://www.95express.com/home/about.shtm
• http://www.dot.state.fl.us/publicinformationoffice/moredot/pdf%20files/BrowardMiamiDadeI95ManagedLanesPilotProject.pdf
• http://ops.fhwa.dot.gov/tolling_pricing/value_pricing/pubs_reports/projectreports/sfl_95express_proj/sfl95explessonslearn.pdf

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Minneapolis-St. Paul, Minnesota - Metropolitan Area

Region Experience with Congestion Pricing and Managed Lanes

The I-394 MnPASS Express Lane project created Minnesota's first HOT lanes and the first tolled facility in the state. The decision for implementation was supported by the perceived under-performance of the HOV facility in addition to public dissatisfaction with the HOV facility. The project allows solo drivers to pay a fee to use the HOV lanes and avoid traffic congestion on I-394, from Highway 101 to I-94. Buses, carpools and motorcycles can use the MnPASS Express Lanes for free. For solo drivers, tolls average $1 - $4 during the rush hours, with a maximum toll of $8. Tolls are posted on overhead signs at entrances, deploying the electronic toll collection (ETC) system and a dynamic pricing scheme that reflects changing traffic volumes. The 2003 Minnesota Statutes, §160.93 authorized user fees in HOV lanes. The 13-mile section of HOT lanes on I-394 opened on May 16, 2005. According to the Minnesota Department of Transportation, after more than three years of operations the I-394 MnPASS project is functioning well and achieving its planned objectives for performance and public satisfaction. Traffic in the MnPASS lane is maintained at the speed limit 100% of the time. The speed in the general purpose lanes increased 2% to 15% and the same level of service as in 2005 has been maintained for buses and carpoolers.

Process for Initiation and Evaluation of Projects

The Metropolitan Council (the MPO for the Twin Cities area), the Minnesota DOT and the State and Local Policy Program of the Hubert H. Humphrey Institute at the University of Minnesota have all taken the lead to implement congestion pricing and managed lanes projects. Currently in the construction stage, a second HOV/HOT facility will begin operating in 2009 on the I-35W. This project was chosen partly due to the high rate of HOV violations on the facility. Minnesota has been awarded $133.3 million through the U.S. Department of Transportation's Urban Partnership Agreement (UPA) program for strategies to reduce traffic congestion in the Twin Cities. Money from the UPA will be used to improve traffic flow on I-35W between downtown Minneapolis and the southern suburbs. Improvements that are under consideration and are eligible for the UPA funding include:

• Priced dynamic shoulder lanes, similar to the I-394 MnPASS, on I-35W from 46th Street to downtown Minneapolis
• Addition of a HOT lane in the Hwy 62 reconstruction project from 66th Street to 46th Street
• Conversion of the HOV lane to HOT lane on I-35W from 66th Street to Burnsville Parkway
• Cedar Avenue Bus Rapid Transit (BRT) between downtown Minneapolis and Lakeville built ahead of the current schedule
• Construction of additional park & ride lots along the I-35W corridor north and south of Minneapolis
• Construction of additional dedicated bus lanes in downtown Minneapolis
• Partnerships with major employers along the I-35W corridor to promote flex-time and telecommuting programs
• Use of additional ITS technology

The Minnesota DOT has pursued innovation in their MnPASS program. In addition to the I-394 and I-35W HOV/HOT lane projects, I-94 and TH 77 managed lane segments will be evaluated for MnPASS applications. Performance measures used for evaluation of congestion pricing and managed lane projects include level of service for transit service (which includes transit advantages and maintenance of speeds in the HOV/HOT lanes), reduction in total hours of delay, safety, violations, and public satisfaction. The regional traffic forecast model and CORSIM modeling have been used to evaluate congestion pricing and managed lanes.

Public Outreach and Involvement

Advocates for congestion pricing were faced with the task of overcoming some historical opposition to congestion pricing in the metropolitan area. In 1995, Twenty-four randomly selected citizens gathered in St. Paul for five days as a Citizen Jury for Congestion Pricing. At the end of the five days, sixteen of the jury members were against of congestion pricing as a way of managing congestion and financing transportation in the Twin Cities area and only eight were in favor. Reasons given for the opposition were the following:

• Congestion was not yet not bad enough
• Congestion pricing was not fair and favored higher income travelers
• Congestion pricing costs too much compared to simply raising the gas tax
• They were not convinced that congestion pricing would work

Prior to implementing the I-394 MnPASS project, extensive outreach took place to address the concerns expressed in the past. The Minnesota DOT involved several committees which included community and legislative leaders to guide the agency through the process of development and implementation of the project. Focus groups, open houses, surveys, marketing and customer relations were also employed. Press releases and various media coverage were available for the public. In November of 2005, an Attitudinal Panel conducted a survey of MnPass users to understand their level of satisfaction with the system. The 1-394 Express Lane Community Task Force was formed to help citizens and stakeholders fully understand the project and its goals and to give advice and guidance during the development of the project. Through this process, the task force members became an informed voice for the project and an essential part of an extensive education, outreach and public involvement process for the 1-394 MnPASS project.

Integration into the Metropolitan Transportation Planning Process

Minnesota's priorities in their MTP include the support for HOV/HOT lanes, the preservation of HOV/HOT systems, the investment in transit and multi-modal systems and the plans for maximum efficiency of corridor investments. The Metropolitan Council's Policy Plan and the Minnesota DOT's Metro Transportation System Plan were coordinated in terms of considering options for congestion pricing and managed lanes.

The Minnesota DOT has conducted region-wide road pricing studies with a long-term vision. Pricing has been supported in the regional plan for over 10 or 12 years. Three years ago, the Minnesota DOT and Metropolitan Council signed a Memorandum of Understanding (MOU) to implement the regional MnPass system plan. There is a strong policy position in the MTP that is now being prepared for adoption in January 2009. Revenue generated from the managed lanes will be used for the cost of implementation and maintenance. The net revenue from the I-394 MnPASS project has not been sufficiently large to warrant consideration of it in the MTP financial constraint. The tolling on the project has been viewed primarily as a congestion management tool.

The consideration of congestion pricing and managed lanes has been integrated with system management and ITS strategies for the region. Consideration has also been integrated with other options in a Regional Concept for Transportation Operations.

Lessons Learned

Lessons learned from the Minneapolis-St. Paul area include:

1. With the implementation of the MnPASS I-394 Express Lane Project, transit users benefit and general purpose lanes experienced higher average speeds.
2. The Value Pricing Pilot Program demonstration funds helped provide essential resources needed to bring the projects to completion.
3. It is unrealistic to assume that freeways in the region will be congestion free in twenty years. It is important to start planning for congestion pricing and managed lanes so an alternative to traveling in congestion can be provided in some manner.
4. While it is important to conduct region-wide road pricing studies it is also important to be agile in development and application of system components. System studies provide context and a long-term vision, but projects get implemented individually. New projects, if selected for implementation, will compete for funds in the programming process. These projects could be highly competitive based on their return on investment.
5. The make-up of an advisory task force is important when trying to achieve informed consent on complex and controversial projects. Legislators working alongside community representatives, citizens, interest groups, and technical experts can provide a productive and meaningful deliberative opportunity.
6. An advisory task force can be a highly effective way of getting key players as well as interested citizens at the table during the design and implementation of a project. A task force of a corridor's key stakeholders can help the project team in sifting through issues that are most important to the public and addressing them before any conflict arises.
7. It is significant that no organized opposition emerged during the design and implementation phase of the project. While there were critics who spoke out about the project in city council meetings and other forums, the task force became an important vehicle for assuring that public concerns were addressed and helped in assuring elected officials that their interests were represented in the design of the project.
8. Transportation agencies must address problems quickly when they occur. There were significant points of controversy during the project, in particular the "daily" operation of the HOV lanes west of Highway 100. While most of the members agreed to go along with the project team's recommendation to charge tolls at all times rather than just the peak periods, there was a clear understanding that the Minnesota DOT would observe how the "daily" operation worked and make changes if necessary. One legislative member of the task force chose to submit a minority report on this issue. When the project opened in May 2005, there was an unexpected increase in congestion in the morning in the westbound, reverse peak direction. After a few weeks of negative public reaction, the Minnesota Senate decided to further explore various alternatives. Minnesota DOT decided to reverse the "daily" tolls and only apply them in the peak direction during peak periods and to open an auxiliary lane utilizing existing shoulders.
9. The selection of the right chair and task force members is very important. Skillful and respectful leadership increases the confidence and trust of committee members in the process and that their concerns would be heard and addressed.
10. Site visits to other HOT lane and express lane projects played a critical role in increasing the task force understanding of how value pricing works. Early in the task force deliberations, six of the members visited the SR 91 and I-15 projects in California. They came back with an increased understanding of how these projects work as well as the differences in the two projects. They reported what they learned to the other members of the task force and frequently referenced these projects during the course of the task force deliberations.
11. The project team brought all details to the task force and took every problem raised by a task force member very seriously, making special efforts to provide good analysis and answers to every question. For example, in response to concerns about additional bottlenecks at the Lowry Hill Tunnel with more traffic in the HOV lane after it was converted to a HOT lane, the project team produced a computer simulation of just how merging would occur with increased traffic in the HOT lane and why it would not lead to increased congestion in the general purpose lanes.
12. People respond negatively to tolls unless they see some benefit for themselves. The public view tolls as they do taxes and will only support them if they can see benefits they would not otherwise receive. Value pricing solutions, such as a HOT lane if presented as a choice, offering a quicker trip and better transit, can generate public support.
13. People are willing to pay a fee to avoid congestion. The key is that they have a choice of paying a fee for a quicker trip when driving alone or avoiding a fee by carpooling, using transit, or using the general purpose lanes. The fact that people of all income levels use and strongly support these lanes in places such as San Diego indicate that concerns about equity are of less concern than originally anticipated.
14. People respond positively to new technologies if they work. Many people still associate tolls with toll booths and are likely to be more supportive when they see the simplicity and effectiveness of electronic toll collection. While Minnesota does not currently have tolls, the public is becoming more familiar with electronic toll technologies as they travel in the east or west and through news accounts of success with HOT lanes in other U.S. cities, such as San Diego.
15. People will strongly support value pricing if they see it work. A major reason the 1995 Citizens Jury opposed congestion pricing was that they didn't believe it would work. Since then the successful value pricing projects in San Diego and other U.S. cities, as well as the recent success with London's Congestion Pricing Scheme, helped in convincing the public that pricing does in fact work. The survey results in San Diego indicate that the public can become strong supporters when a project has proven successful.
16. A package of benefits will assure a broader base of support. The public is most likely to support a value pricing project if they see benefits to themselves and clear improvements in the transportation system. It is important to show a package of benefits --consumer choice, faster trip, better transit, more road capacity, reliable technology, carpooling encouraged - that appeals to a wide range of users.

References

For studies and reports conducted for the I-394 MnPASS Express Lane project, see:

• http://www.mnpass.org/systemstudy.html
• http://www.dot.state.mn.us

For more information on the I-35W Corridor Study and Evaluation, see:

• http://www.dot.state.mn.us/i35wbridgedata/groupwise/March-2007/attachments/DMFS-TM_4-Visions+Projects-03-12-2007_1d78bfec0-9532-2977-4038-83c9d3850c59.pdf

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Phoenix, Arizona - Metropolitan Area

Region Experience with Congestion Pricing and Managed Lanes

Apart from the HOV network in the region, there are currently no managed lanes in Arizona. There are also no facilities with congestion pricing and any other type of tolled facilities in the region, and state legislation would be needed to allow their implementation. Arizona Senate Bill 1471 was introduced to allow the conversion of the HOV lane on SR 51 (Scottsdale) into a HOT lane facility. The bill requires the Arizona Department of Transportation (ADOT) to issue a request for proposals (RFP) by November 15, 2013, to convert the HOV lanes on State Route 51 into HOT lanes and allows ADOT to issue additional RFPs to convert HOV lanes on any other highway in Arizona into a HOT lane. SB 1471 is still being debated.

Process of Initiation and Evaluation of Projects

In 1993, a private consortium proposed to develop HOT lanes on I-10 and other corridors in the Phoenix area. This concept was endorsed by the Maricopa Association of Governments (MAG), the MPO for the region, and ADOT and then was submitted to the Federal Highway Administration for approval and funding as a demonstration program, but the proposal was not accepted. More recently, a private consortium, identified as Metro Road, developed a proposal for toll facilities in the East Valley. This proposal included HOT lanes on the Superstition Freeway, Price Freeway and portions of the Pima Freeway. In 1997, the Metro Road proposal was withdrawn. In 1997 and 1998, ADOT submitted two applications to the Federal Highway Administration to implement HOT lanes on I-10 and I-17, as part of a region-wide congestion pricing pilot project, but neither of these applications resulted in HOT implementation. In 2002, a High Occupancy Lanes and Value Lanes Study Report was completed for MAG and ADOT. The study assessed the potential for Value Lanes on MAG's freeway system. The study also outlined an HOT Implementation Plan. Further action on implementation of the plan awaits passage of the state legislation to allow the tolling. Because of the absence of legislation authorizing tolling, neither congestion pricing nor managed lanes with pricing have been included in the long range plan for the region.

Although there has been staff consideration of congestion pricing and managed lanes as congestion management tools, there has not been a clear policy direction from elected officials to support the options. In the past, MAG's CMP has not been used directly as a mechanism for consideration of congestion pricing or managed lanes, but the CMP is being updated in a way that will make consideration of these options more appropriate.

References

For more information on the regional High Occupancy Lanes and Value Lanes Study (2002) see:

• Parsons Transportation Group, Inc., High Occupancy Lanes and Value Lanes Study Final Report, prepared for the Arizona Department of Transportation in partnership with the Maricopa Association of Governments, December 2002.

For more information on State Bill 1471, see:

• http://www.azleg.gov/DocumentsForBill.asp?Bill_Number=1471

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San Francisco-Oakland-San Jose, California - Metropolitan Area

Region Experience with Congestion Pricing and Managed Lanes

There are currently no congestion pricing or managed lanes projects in operation in the San Francisco-Oakland-San Jose metropolitan area, but there is a long history of tolling of bridges and an extensive HOV lane system in place. HOT lanes are planned on I-680 (Alameda and Santa Clara Counties -2010), I-580 (Alameda County -2012) and US 101/ SR 85 (Santa Clara County - 2012). Federal demonstration funds under the Value Pricing Program have been provided for partial funding of the I-680 HOT lane implementation, as well as for studies involving I-580 and SR 85. The Metropolitan Transportation Committee (MTC), which is the MPO for the nine-county region, is currently planning an HOT Network approach to convert HOV lanes to HOT lanes region-wide that will be implemented on a corridor basis. The San Francisco-Oakland-San Jose metropolitan area was also selected to receive a US Department of Transportation Urban Partnership grant of $159 million that is to fund a Value Pricing Program in San Francisco as the centerpiece. The grant was initially awarded to implement congestion pricing to fill a funding gap and manage demand on Doyle Drive which is scheduled to be rebuilt. A political consensus could not be reached on the use of congestion pricing on the rebuilt roadway or the Golden Gate Bridge to which it connects, however, and so alternative methods for using congestion pricing as part of the Urban Partnerships grant are being considered.

Process for Initiation

The Alameda County Congestion Management Agency (ACCMA) arrived at the decision to manage interregional commutes using tolls to close existing gaps within the HOV lane system within the county. In addition the Santa Clara Valley Transportation Authority (SCVTA), the Congestion Management Agency for Santa Clara County, is advocating the conversion of HOV lanes to HOT lanes along US 101, which was found to be most feasible for the implementation of HOT lanes. The San Francisco County Transportation Authority (SFCTA) began exploring congestion pricing in its 2004 Countywide Transportation Plan. In 2005, SFCTA applied for and received a $1 million grant from the USDOT Value Pricing Program to study congestion pricing in San Francisco. The study, currently in progress, focuses on the larger context of congestion management, providing competitive alternatives to driving, such as transit, cycling, walking and carpooling. The goals of congestion pricing are consistent with the City's "Transit First" and "Clean and Green" policies. In the long-term, congestion pricing is to provide a means for sustainable growth of the City. Ultimately, the region desires to have a region-wide HOT network.

Process of Evaluation

MTC has incorporated consideration of a managed lanes network into the MTP and the current draft of the MTP includes an 800-mile regional HOT lane network. In analysis of options for the MTP, the benefits of congestion pricing and managed lanes have been quantitatively assessed using a benefit/cost model. Qualitatively the benefits are assessed by the extent to which the MTP goals are addressed. Performance measures that have been used in the evaluation of congestion pricing and managed lanes in the region include vehicle miles traveled, emission volumes, vehicle hours traveled and individual and network delay savings. The HOT lane network has been evaluated using regional travel forecasting model, a VISSIM simulation model and a proprietary toll optimization model. Enhancements to the regional travel model have been made to increase its sensitivity to pricing.

The concern for global warming has heightened the interest in congestion pricing. Using technical analysis, the region has been able to show that pricing and land use can have a larger regional impact on emissions than infrastructure alternatives. Documentation for environmental impact and mitigation efforts under CEQA and NEPA will be required for the new HOT lane network prior to implementation of any part of the network.

Public and Stakeholder Outreach and Involvement

The region's transportation agencies have considered the issues of equity and environmental justice using research done by others as well as conducting surveys and working with focus groups. These issues have been a major concern for policy makers, but a recent survey that was conducted by ACCMA found that congestion pricing would benefit motorists' regardless of their income scale. These survey results have helped gain support for the HOT lane projects. The use of press releases has helped to increase stakeholder and public acceptance. During the environmental review for the I-680 project, a public hearing process was conducted to allow public and stakeholder input. Geographic equity issues also have been a barrier to the implementation of congestion pricing on any of the Bay Area bridges and this concern has not yet been completely resolved as indicated by the lack of support for the congestion pricing proposal for Doyle Drive or the Golden Gate Bridge.

Integration into the Metropolitan Transportation Planning Process

MTC is in the process of integrating congestion pricing and managed lanes into the region's CMP. The CMP was not used directly to identify congestion pricing or managed lanes as options, but travel demand modeling and a toll optimization model were used to evaluate the need for options and their potential benefits and impacts. The regional agency's plan is to use the revenue generated from HOT lanes to first fund operation and maintenance and then to fund transit and other corridor improvements. A Joint Power Authority will ultimately determine how the revenue will be used. The net toll revenues are included in the financially constrained element of the MTP. One of the goals for the HOT lane network is to fund the closure of gaps in and extension of the HOV lane system.

Integration with Regional Operation and Intelligent Transportation Systems

Congestion pricing and managed lanes will be integrated with the regional ramp metering program. Consideration is given for congestion pricing and managed lanes to be integrated with the Regional ITS Architecture.

Lessons Learned

The lessons learned from the San Francisco-Oakland-San Jose metropolitan area include:

1. Involve all partners and stakeholders in decision-making at all implementation steps.
2. Timing is very important, especially with public outreach and stake holder involvement.
3. It is important to realize that reducing congestion, not revenue generation, is the main reason for congestion pricing or managed lanes.

References

For more information on the MTC's Draft Transportation 2035 Plan for the San Francisco-Oakland-San Jose metropolitan area see:

• http://www.mtc.ca.gov/planning/2035_plan/DRAFT/Draft_T2035_Plan.pdf

For more information on the SFCTA's congestion pricing study, known as the Mobility, Access and Pricing Study in San Francisco, see:

• http://www.sfmobility.org

For more information on the MTC's HOT Regional Network Planning in the Bay Area, see:

• http://www.mtc.ca.gov/planning/hov/

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Seattle, Washington - Metropolitan Area

Region Experience with Congestion Pricing and Managed Lanes

Washington State's tolling experience includes the recently opened SR 167 HOT lanes. This pilot project is the State's first HOT lanes implementation and includes dynamic pricing. The Seattle region has an extensive system of HOV lanes, but has only recently used tolling as a revenue-generating or congestion-management tool. In addition to the SR 167 HOT lanes, the Washington State Department of Transportation (DOT) also began tolling on a rebuilt Tacoma Narrows Bridge in July 2008.

Tolls for the SR 167 HOT Lanes are collected electronically using the State's Good to Go! electronic toll collection system. Data are available for the first three months for HOT lanes operation from May 3 through July 31, 2008. On average during this three-month period single-occupant-vehicle drivers paid one dollar to save ten minutes of travel-time during their peak-hour commutes while the travel speeds for carpools and transit have been maintained. There also appears to be room in the HOT lanes for additional carpool vehicles, transit or toll-paying solo drivers. The average number of peak-hour toll transactions has increased each month.

Other projects under development in the Seattle metropolitan area include the SR 520 HOV and Bridge Replacement project that will include tolls that vary by time of day. Managed lanes are under consideration for I-405. The I-405 Express Toll Lanes Study considered two lanes of the freeway (including the HOV lane and an adjacent lane) being separated from other traffic with designated access and egress points, managed with dynamic tolls. Some direct access ramps to inside lanes have already been constructed with intermediate transit stops to support bus rapid transit operation.

Planning and Initiation of Projects

SR 167 HOT Lanes project was pursued as a pilot project to demonstrate and assess the HOT lane concept. SR 520 has been a legislative priority because the bridge has a limited design life. Washington DOT is undergoing a long-range transportation plan update and the prioritization process for future projects is currently under discussion. Washington DOT has floated the concept of converting its HOV lane system to a tolled express lane system that would also include the existing reversible express lane roadway on I-5. Both state funding and a value pricing grant have been applied to study and develop this concept further. The current update of the region's MTP by the Puget Sound Regional Council (the MPO for the area) is also examining five system-level pricing options, including tolled express lanes as well as variable tolls for general purpose roadways.

An Environmental Justice (EJ) analysis was prepared for the SR 167 HOT lane pilot project and a more substantial analysis is currently being prepared for the SR 520 Urban Partnership project that includes a public opinion survey. For the SR 520 Urban Partnership program a separate environmental document for tolling in advance of SR 520 bridge construction is being prepared, and the SR 520 project will also address tolling impacts for the complete project in its supplemental EIS.

Public and Stakeholder Outreach and Involvement

Advocacy for congestion pricing and freeway management have come from members of the Puget Sound Regional Council (PSRC), Transportation Policy Board, Washington DOT, the Sierra Club, and the Transportation Choices Coalition. Members of the PSRC Transportation Policy Board have kept a focus on the issues of pricing and congestion management, and the PSRC has established a Pricing Task Force to oversee analysis of tolling strategies in the Transportation 2040 MTP update. The Cascadia Project of the Discovery Institute has promoted pricing through several large public events. Supporters such as the Sierra Club and the Transportation Choices Coalition have actively participated in community outreach programs to further educate the public. A video was developed called "Rachel's Drive" which simulated what a driver's experience could be like in the HOT lane. This was an important tool for helping people understand the concept of managed lanes. Washington DOT conducted public opinion research on managed lanes over a decade ago in a managed lanes feasibility study, which also included a two-day workshop for Washington DOT and local agency staff to better understand the state-of-the-art. Washington DOT applied for and received federal value pricing funding for an Attitude and Awareness of Tolling project which is underway and which has funded some of the public opinion research for the SR 520 toll outreach process.

Integration into the Metropolitan Transportation Planning Process

The current update of the PSRC MTP is examining five system-level pricing options, including tolled express lanes as well as variable tolls for general purpose roadways. The alternatives in the MTP will be evaluated using a benefit/cost analysis model as well as other more traditional performance measures. The MTP update is also being guided by the region's recently updated CMP that identifies the existing and potential future locations and intensity of congestion. The new CMP uses multimodal measures of congestion that incorporate measures of safety, reliability and access as well as delay. The CMP identifies a set of solution options that should be considered to address congestion and these options include congestion pricing. Washington DOT is also currently in the process of updating its long-range transportation plan, and will reflect the outcome of the MTP update in its new plan.

Integration with Regional Operation and Intelligent Transportation Systems

The PSRC has used the regional EMME/2 model for toll analysis to identify likely usage and diversion impacts of HOT lanes and managed lanes project. They have used a proprietary toll optimization model to develop toll rates that optimize user benefits or other objectives, and a benefit-cost analysis tool to assess regional transportation alternatives. Washington DOT has used the VISSIM simulation software to assess and improve managed lane operations on SR 167 and I-405. The agency is also developing tolling systems that will be able to integrate effectively with traffic management systems. The Washington ITS plan includes many active traffic management techniques to be used with HOT and other managed lanes. The Regional ITS Architecture includes the tolling management system market and equipments packages for the Tacoma Narrows bridge. The architecture will be amended to include further expansion of tolling applications as they are further defined in Transportation 2040. Washington DOT is working on a Regional Concept for Transportation Operations for Active Traffic Management that may contain linkages to tolling. Most of the Active Traffic Management deployments are intended to be on roadways that could be tolled or may be alternate routes for tolled roadways such SR 520.

Lessons Learned

Lessons learned from the Seattle metropolitan area include:

1. Planning for congestion pricing and managed lanes projects requires the development of an understanding and expertise at the staff level of congestion pricing practices. This understanding and expertise is not always adequate in the organizations responsible for the planning and development of proposals.
2. It helps to have engaged policymakers who are willing to advocate and promote dialogue.
3. It also helps to have a progressive state DOT and regional MPO willing to directly address policy issues such as Environmental Justice.

References

For more information on the I-405 Express Toll Lanes project, see:

• http://www.wsdot.wa.gov/projects/i405

For more information on the SR 167 HOT Lanes project, see:

• http://www.wsdot.wa.gov/Projects/SR167/HOTLanes/

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Washington, D.C. - Metropolitan Area

Region Experience with Congestion Pricing and Managed Lanes

There are currently no congestion pricing projects that have been implemented in this region. However, three congestion pricing projects have been planned and are proceeding to implementation: the Virginia I-495 Beltway HOT lanes, the Virginia I-95/I-395 Shirley Highway HOT lanes, and the Maryland Intercounty Connector Express Lanes. In July of 2008, construction for the I-495 Beltway HOT lanes began in Northern Virginia. The Virginia Department of Transportation (VDOT) and Fluor-Transurban are working in partnership to deliver two new I-495 HOT lanes in each direction from the Springfield Interchange to just north of the Dulles Toll Road, a length of approximately 14 miles. A dynamic pricing scheme will be deployed to regulate demand for the lanes and keep the traffic flow congestion free, and the rate will be locked in upon a driver's entrance. Dynamic toll rate signs will display information to help drivers decide whether to use the HOT lanes. E-ZPass technology will be used for the Electronic Toll Collection (ETC) system.

The Virginia I-95/I-395 Shirley Highway HOT Lanes project will provide a 56-mile, free-flowing facility for buses, carpoolers and toll-paying vehicles. Vehicles carrying three or more people, motorcycles, buses and emergency vehicles will use the HOT lanes free of charge. Vehicles carrying one to two people can either travel on the general purpose lanes for free or pay a toll to ride the HOT lanes. This proposed project is also made possible through a public-private partnership between VDOT and Fluor-Transurban.

The Maryland Intercounty Connector will link the I-270/I-370 and I-95/US 1 corridors within central and eastern Montgomery County and northwestern Prince George's County. It will be an 18-mile fully open-road tolled (cashless) facility and is now under construction. Tolls will be set to maintain uncongested conditions on the facility.

Process for Initiation and Evaluation of Projects

Late in 2006, Virginia DOT completed a review of initial private-sector HOT Lanes proposals for the new Capital Beltway High Occupancy Toll lanes. In November of 2006 VDOT initiated the federal environmental review process. In September of 2007, the Virginia Commonwealth reached a public-private partnership agreement with Transurban and Fluor Enterprises. The public-private partnership gave VDOT ownership of the facility, oversight of the project development, and management of the environmental review process. The Department of Rail and Public Transportation (DRPT) oversees the Transit Advisory Committee and coordinates transit involvement for the project. Fluor and Transurban provide private funds for construction, operations and routine maintenance. In addition to the project, public transportation will be enhanced. Bus stations and park-and-ride facilities will be upgraded and bus-only ramps will be created. The primary performance measures for the project include congestion and delay, travel time reliability, accessibility to jobs and residences, regional VMT, HOV volume and land use, and transit ridership.

The idea of implementing congestion pricing and managed lanes in Maryland has been advocated by the Maryland Department of Transportation, Maryland State Highway Administration and Maryland Transportation Authority. In 2004, the Maryland DOT put together a Statewide Vision for Express Toll Lanes that would include one or more lanes along many major highways in central Maryland. The Intercounty Connector project was chosen as the first congestion pricing project based on the need for the project to relieve congestion as well as the availability of funding.

Public and Stakeholder Outreach and Involvement

In the early stages of the I-95 HOT lanes proposal, stakeholder input was encouraged for the refinement of the scope of the project. Public information meetings and public hearings were also conducted. Input from the Transit Advisory Committee and further transit studies are ongoing. During the environmental review process, citizen information meetings were held in July 2007 for further input. Public hearings were held in 2008 to gather feedback before the project moved to the next stage of development. For the I-495 Beltway HOT lanes project, residents in the community were informed through various public information meetings and public hearings. As construction began, the VDOT designated a Community Transportation Liaison. Residents were also highly encouraged to attend regular project briefings on construction. Information centers were provided by VDOT on retail storefronts to distribute materials on construction and alternative modes. The website is regularly updated with details about the project.

Maryland DOT, Maryland Transportation Authority and State Highway Administration have jointly held public open house meetings introducing the concept of Express Toll Lanes in the Capital Beltway corridor. Maryland DOT has published brochures to further educate the public. Currently these organizations are developing an extensive marketing campaign which would begin six months prior to the opening of the first congestion priced/managed lanes facility.

Integration into the Metropolitan Transportation Planning Process

The Maryland Intercounty Connector project has been adopted in the 2004 MTP for the Washington DC area. The Virginia I-495 HOT lanes project has been adopted in the 2005 MTP. The Virginia I-95/I-395 HOT lane project has been adopted in the 2007 MTP. For these projects, the CMP was used indirectly to identify the need for additional capacity to relieve congestion, but was not used to identify congestion pricing as a congestion-reduction option. Revenue generation was the main reason for consideration of congestion pricing and not congestion management. Revenue obtained will be used to cover the costs of each project, but in Virginia excess revenue will be used to fund for transit improvements.

The I-95/I-395 HOT Lanes project was subject to NEPA review, where consideration was given to possible impacts to noise, air quality and cultural resources. Public comments were also collected during this phase. VDOT initiated a federal environmental review process in November 2006. The project was split into two sections for environmental review. The northern section converts existing HOV lanes, which required a less intensive review. The southern section is new construction which required a more comprehensive environmental review.

Under the leadership of the National Capital Region Transportation Planning Board (NCRTPB) of the Metropolitan Washington Council of Governments (MWCOG), which is the MPO for the region, a regional analysis of a network of variably priced highway lanes was completed using funds from a Value Pricing Pilot Program grant. The study provided an opportunity to engage the region's transportation policy board in a review that was supported by strong technical analysis. The regional model maintained by MWCOG was the primary tool used for analysis of the projects and the regional network of congestion pricing. Network bottleneck capacity improvements were also considered where bottlenecks might reduce the effectiveness of the priced lanes or the effectiveness of the other parts of the network. It has been the conclusion of NCRTPB that a regional approach is necessary to ensure that network effects are appropriately recognized.

Integration with Regional Operation and Intelligent Transportation Systems

Congestion pricing and managed lanes have not formally been integrated with other system management or ITS options. The region has started a regional committee for management but it has been oriented toward incident management.

Lessons Learned

The lessons learned in the Washington D.C. area include:

1. There is substantial value in having projects regionally coordinated in a network approach.
2. Both a bottom up and top down approach are needed to allow for projects to come out of corridor studies, but also regionally coordinated in a network approach.
3. It is important to balance revenue generation and HOV policy. To generate revenue, you may have to require HOVs to pay
4. There can be so much enthusiasm for revenue generation that public agencies are willing to give away too much in negotiation of public -private ventures.
5. Private consortia do not have to take network effects into account. There needs to be public-sector regional oversight - a "watchdog."
6. Regional agencies should not be afraid to get the concept of congestion pricing out for consideration by stakeholders.
7. Network choke-points should be taken into consideration when assessing the revenue-generation and other benefits of pricing.

References

For more information on the regional analysis of a network of variably priced highway lanes see:

• http://www.mwcog.org/uploads/committee-documents/aF5fWVlW20080314161420.pdf

For more information on I-495 HOT Lanes project see:

• http://www.virginiahotlanes.com/beltway-project-info.asp

For more information on the I-95/I-395 Shirley Highway HOT Lanes project, see:

• http://vamegaprojects.com/projectSummary03.html

For more information on the Maryland Intercounty Connector Express Lanes project see:

• http://www.iccproject.com/