Transcript Slide 1

I-15 Managed Lanes:
Building on Success
And Lessons Learned
Overview of Presentation
• I-15 Express/Managed Lanes
• Value Pricing Study & Public
Outreach Results
• Operational Considerations
• Lessons Learned
Managed Lanes Roadmap
2030 San Diego Region
Managed Lanes Network
Current I-15 Managed
Lanes Project
SR 52 Managed Lanes
I-5 Managed Lanes
I-805 Managed Lanes
Existing Reversible I-15 Express Lanes
SR 125 South Bay Expressway (2007)
Original Express Lanes
• 2-Lane reversible
• Barrier separated
• Per-trip pricing uses
FasTrak® electronic toll
collection
• Interoperable in California
• First dynamic pricing project
• Fees set to keep traffic free flowing
Why Managed Lanes ?
• Increased use of HOV Lanes
Usage doubled following introduction
of FasTrak
• Expands travel options
in the corridor
• Generates revenue; can help
pay for corridor transit service
Over $7 million provided to MTS
between 1997 – 2006
Public Support for ML Program
Conducted public outreach
• Stakeholder interviews
• Phone / intercept surveys
Approval of FasTrak
Program By Group
Approve
66%
88%
• Focus groups
Disapprove
28%
11%
Don’t Know
6%
1%
Other I-15
Users
FasTrak
Customer
Public Support for Managed Lanes
Public Opinion Survey, 2004
Would you support or oppose
construction of similar
“managed lane” facilities in
freeway corridors throughout
San Diego County?
Support
76%
No Opinion
4%
Do you believe a new system
of BRT and carpools on
“managed lanes” …would
reduce traffic congestion in
the region?
Yes
73%
Oppose
20%
No
25%
Don’t Know
3%
Likelihood to Use Managed Lanes
How likely are you to use the planned I-15 Managed Lanes? (as
FasTrak or carpool)
90
80
70
60
50
40
30
20
10
0
Total
18-24
25-34
35-44 45-54
Age
55+
White
Hisp. Asian
Ethnicity
Comparison of Facilities
I-15 Express Lanes
I-15 Managed Lanes
 8 miles
 20 miles and 4 lanes
 2 lanes
 Access every 2-3 miles
 Access at two ends only
 41 toll locations
 Reversible
 Movable barrier
 Peak direction
 Concurrent flow
 Closed weeknights after
7:00 p.m.
 24/7 operations
 Price per trip
 Value of Time Pricing
 Routine enforcement
 Routine and automated
enforcement
 Price per mile
I-15 Managed Lanes Signage
• Signage will guide users to Managed Lanes entry and exit
locations
• Static portions of the
sign will provide
directional information
such as turn movement
guidance
• Inlaid dynamic message
boards will broadcast
toll rates and offer the
possibility for valueadded content such as
travel times to nearest
destination
Typical
Intermediate
Access Point
Entry Sign
(from General
Purpose Lane)
Typical Direct
Access Ramp
Entry Sign
(from BRT
Station)
I-15 Managed Lanes Access
Lane Reconfiguration
I-15 ML Project Status
 New 8 miles of 4-lane configuration is complete and
operational (16 miles total)
 Improved Pricing Models
 Exploration of Automated Violation Enforcement Strategies
 Vehicle Occupancy Testing to take place in 2010.
I-15 Managed Lanes Pricing
• Distance-Based Fare
– Driver charged on a per-mile basis
– Fare = per-mile rate * distance traveled in
Managed Lanes
• Dynamic Pricing
– Per-mile rate varies by Level of Service
(LOS) in the Express Lanes
– Goal: Maintain “free flow” on ML at all times
• Value of Time Saved = “Premium Trip”
– Soon – LOS in the GP lanes will influence
the Dynamic Pricing calculation as well. The
greater the value of time savings offered by
the Managed Lanes, the greater the fare
10¢
10¢
10¢
20¢
20¢
30¢
30¢
I-15 ML Enforcement Strategies
• Rely on CHP for deterrence
• Potential use of violation
enforcement cameras
– Declaration Method
• Other technologies to aid
CHP in enforcement:
– iPhones with central computer
connectivity
– Transaction status lights
Enforcement Strategy
Considerations
 Without Vehicle Occupancy - Cameras and plate /vehicle
recognition requires declaration
–
lane selection, registration or switchable transponders
 Public acceptance of HOV transponders
–
In Southern CA, use of transponders for HOV’s viewed favorably by majority,
particularly if incentives were provided
 Privacy issues
 Barriers to traditional use of HOV lanes
 SANDAG - Future HOV transponder pilot - more
statewide coordination
Vehicle Occupancy Strategies
 SANDAG Occupancy Project Development Team–
Internal/External Stakeholders
 Procurement document created for candidate system(s)
 Integrator selected - Testing to begin in 2010
 Privacy issues with occupancy cameras not a major
issue, particularly with no individual ID of occupants
Vehicle Occupancy Testing
 Dtect Camera had been selected for initial testing
 Project Charter
 Test requirements
developed
 Test Plan developed
Lessons Learned
 Local champion and political will are invaluable
 Need corridor-level public outreach and market
research
 Project within the context of integrated multimodal plans
Lessons Learned (Continued)
 Federal “seed” money important in combination with
local funding initiatives
 Information/research sharing among other agencies
is key
 Federal support for the necessary R&D and
information sharing also key.
Lessons Learned (Continued)
 Design: Focus on Requirements document as
springboard for design and for all future changes
 Flexibility and adaptation
 Team approach with System Integrator
 Phasing as key to keeping project moving forward
Thank You ?