Transcript Adding Priced Capacity for Congestion Relief Robert W. Poole, Jr. Director of Transportation Studies Reason Foundation www.reason.org/transportation.

Adding Priced Capacity for
Congestion Relief
Robert W. Poole, Jr.
Director of Transportation Studies
Reason Foundation
www.reason.org/transportation
Not Just New Capacity:
Priced Capacity
Value pricing keeps the lanes
uncongested, offers premium service.
During rush hours, priced lanes offer
much greater througput.
Self-generated revenues mean they can
get built now, not “someday.”
What Types of Priced Capacity?
HOT Lanes
Express Toll Lanes
Express Toll Networks
Truck-Only Toll Lanes
New beltways
Missing links in freeway systems
HOT Lanes: A First Step
Priced lanes offer meaningful
congestion relief to those willing to pay.
Ensure use of all of the expensive
capacity.
Toll revenues can help pay for the large
investment needed.
High performance is sustainable, longterm.
Value Pricing Offers
Precise Traffic Flow Control
I-15 quasi-real-time variable pricing
91-Express: fine-tuned rate schedule,
periodically adjusted
49% of peak traffic with 33% of lane
capacity
Both offer reliable high speeds during
rush hours.
91 Express Lanes,
Orange County, California
Priced Lane Projects, 2006
Synergy of Priced Lanes and Bus
Rapid Transit
Value-priced lane is virtual equivalent of
exclusive busway (VEB).
Pricing limits vehicle flow to what’s
compatible with LOS C conditions.
Reliable high speed is sustainable longterm, thanks to pricing.
Houston implementing first VEB on Katy
Freeway managed lanes.
VEB Prototype: Houston’s Katy
Managed Lanes
3-way public-public partnership
Transit agency (METRO)
Toll agency (HCTRA)
State DOT (TxDOT)
4 new lanes in median, with value pricing
HCTRA funds and manages the priced lanes
METRO guaranteed 65 buses/hr and 25% of
capacity for bus + HOV3+
LOS C to be maintained, via pricing and occupancy
controls
Implications of Katy Agreement
Transit funding: no toll revenues to METRO,
but still a great deal (free guideway).
Busway capacity: 65/hr. is 62% increase;
should be ample.
FTA approval: granted, based on LOS C.
Occupancy changes: going to HOV-3 now and
HOV-4 as needed.
Pricing sustainability: MOU commitment.
Network Comparisons
500-lane-mile VEB Network cost is $4 to
$6 billion, based on Reason studies.
250 route-mile light rail system cost is
$31 billion, based on latest FTA data.
250 route-mile heavy rail system would
be $38 billion, per FTA.
Plus, the VEB guideway would not
depend on [limited] FTA funding.
Where can we add new capacity?
Go up—add elevated lanes above
existing freeway
Go under—bored tunnels under
sensitive areas (e.g., for missing links)
Re-use untraditional ROW:
Rail lines
Flood plains
Power line corridors
Tampa’s elevated
express toll lanes
Conclusions
Value-priced toll lanes provide “congestion
insurance” for all motorists, even if they don’t
use them often.
A network of priced lanes is the virtual
equivalent of a regionwide busway network,
offering a low-cost alternative to rail.
New capacity can be added above and below
existing roads and lands, and along nonhighway ROW.
Toll revenues can pay for much of the cost of
new priced capacity.
Adding Priced Capacity for
Congestion Relief
Robert W. Poole, Jr.
Director of Transportation Studies
Reason Foundation
www.reason.org/transportation
[email protected]