Microsimulation Modeling of High Occupancy Toll (HOT) Concept in HOV Lanes PDF Download

Author: Wilfred W. Recker
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Category : Automobile drivers
Languages : en
Pages : 97

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Author: Amy Miyoung Kim
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Category : High occupancy vehicle lanes
Languages : en
Pages : 262

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Author:
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Category : High occupancy vehicle lanes
Languages : en
Pages : 112

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This report describes research sponsored by the Texas Department of Transportation (TxDOT) to develop a decision-support tool to aid in evaluating key issues related to converting a high-occupancy vehicle (HOV) lane to a high-occupancy/toll (HOT) lane. The tool includes three broad categories of factors to consider, including facility considerations, performance considerations, and institutional considerations. Finally, the research incorporates simple trade-off tools to allow TxDOT and local entities to assemble all relevant factors into an analysis to aid decision makers in evaluating the available options. The analysis tool was developed in Visual Basic.Net®. the program is called the High-Occupancy/Toll STrategic Analysis Rating Tool (HOT START), and it is designed to be easily tailored to local needs. The report also provides an application of the tool to a hypothetical freeway.

Author: Basheer Mohammed
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Category :
Languages : en
Pages :

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High-occupancy vehicle (HOV) lanes have evolved as an important transportation supply management strategy for reducing peak-period traffic congestion in many urban areas. In HOV lane planning initiatives, accurate estimation of the travel time differentials between HOV Lanes and the adjacent general-purpose (GP) lanes is crucial in projecting the potential mode shift from solo driving to high-occupancy vehicles. Microsimulation-based operational analysis of traffic provides a promising approach to compute these travel time differentials more efficiently. In addition, microsimulation-based analysis provides the opportunity to evaluate the impacts of HOV lane implementation at a more disaggregate, section-by-section, basis in a corridor. In this research project, an HOV lane treatment plan for Highway 401 in Toronto was developed using the above approach based on a comparative operational analysis of three improvement scenarios. The research results showed the usefulness of microsimulation for evaluating HOV lane improvement options for large freeways on a section-by-section basis.

Author: Katie S. Smith
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Category : Traffic engineering
Languages : en
Pages :

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The conversion of high-occupancy vehicle (HOV) lanes to high-occupancy toll (HOT) lanes is currently being implemented in metro Atlanta on a demonstration basis and is under consideration for more widespread adoption throughout the metro region. Further conversion of HOV lanes to HOT lanes is a major policy decision that depends on knowledge of the likely impacts, including the equity of the new HOT lane. Rather than estimating these impacts using modeling or surveys, this study collects revealed preference data in the form of observed vehicle license plate data and vehicle occupancy data from users of the HOV corridor. Building on a methodology created in Spring 2011, researchers created a new methodology for matching license plate data to vehicle occupancy data that required extensive post-processing of the data. The new methodology also presented an opportunity to take an in-depth look at errors in both occupancy and license plate data (in terms of data collection efforts, processing, and the vehicle registration database).

Author: Justice Appiah
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Category :
Languages : en
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In recent years, high occupancy/toll (HOT) lanes have gained increasing recognition as a potential method of managing traffic congestion. HOT lanes combine pricing and vehicle occupancy restrictions to optimize the demand for high occupancy vehicle (HOV) lanes. Besides having all the advantages of traditional HOV lanes, HOT lanes can also generate revenue to help finance various operation and maintenance programs. At present there are four fairly well established HOT lane projects in the United States: two in Houston, Texas, and one each in San Diego, and Riverside County, California. After 6 years in operation, Houston's HOT lanes receive comparatively lower patronage than the two California projects. An understanding of why people choose to use HOT lanes will be vital to improving the performance of existing HOT facilities and will also shed light on policy decisions regarding future HOT lane investments. This study examined the relative importance of different parameters which could be expected to influence the demand for HOT lanes using standard statistical and discrete choice modeling techniques on survey data from Houston's HOT lane users. The study showed that, controlling for other variables, trip length, the driver's perception of travel time savings offered by the HOT lanes, frequency of travel in the freeway corridor, trip purpose, and the amount of time spent on carpool formation were good predictors of HOT lane usage. Socioeconomic characteristics such as age and level of education were also good indicators of the frequency of HOT lane usage whereas household size, occupation, and hourly wage rate were not. Gender and annual household income were only loosely related to HOT lane usage. Inelastic responses to minor changes in the toll coupled by responses to a question regarding participants feeling towards the $2.00 toll, suggested that the toll was not a major deterrent to HOT lane usage. A primary deterrent was the need for one passenger to use the HOT lane when free use required two passengers. However, travelers who shared the toll with their carpool partners were likely to have made more frequent HOT lane trips than those who bore the entire cost.

Author:
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Category : Car pools
Languages : en
Pages : 44

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Author:
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Category : High occupancy vehicle lanes
Languages : en
Pages : 62

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Innovative lane management offers the opportunity to levy fees for the premium road space. Express Lanes in Utah offer road users reduced journey times for a fee. The Utah Department of Transportation (UDOT) has converted the High Occupancy-Vehicle (HOV) lanes on Interstate 15 (I-15) from 600 North Street in Salt Lake City, Salt Lake County, to University Parkway (SR 265) in Orem, Utah County. Subscribers and HOVs now share the same lane, which is designated as an "Express Lane." This concept will be advanced further through the application of an electronic toll-collection system. Improper pricing policy for the High Occupancy-Toll (HOT) lanes could cause a large debate among travelers and potentially jeopardize success of the HOT deployment. Hence, UDOT management would like to make an informative decision about further HOT pricing. The I-15 VISSIM model presented, can serve as a decision support tool. This report presents a modified and calibrated I-15 VISSIM model that integrates HOT pricing.

Author: Raghavender Palavadi Naga
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Category :
Languages : en
Pages : 298

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Author: Geoffrey Linus Chum
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Category :
Languages : en
Pages :

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Modifying a high occupancy vehicle (HOV) lane into a high occupancy/toll (HOT) lane generally involves allowing single occupant vehicles (SOVs) to travel on the free-flow HOV lane for a toll. This may entice some former transit riders to pay the toll to obtain the benefits of traveling in their own vehicle on the HOV lane. Thus, the introduction of a HOT lane has the potential to impact transit ridership, dramatically lowering the average vehicle occupancy of the lane. In 2003, surveys were distributed to park-and-ride bus passengers on the Katy Freeway and Northwest Freeway corridors in Houston. Passengers0́9 responses to questions regarding their trip characteristics, their socioeconomic characteristics, and stated preference scenarios were used to develop a mode choice model. To determine how transit passengers might react to a proposed HOT lane, HOT lane scenarios with varying tolls and travel time savings were simulated using this model. For all scenarios, only a small percentage of transit passengers were estimated to switch to driving alone on the HOV lane. Fewer people would switch during the peak period than during the off-peak period. Transit passengers shifting to SOV on the HOV lane would reduce the average vehicle occupancy (AVO) only about 1 percent to 2 percent. SOV drivers shifting from the general purpose lanes to the HOV lanes are likely to affect AVO much more. However, as long as free-flow conditions are maintained, this analysis shows that the HOV lane can be successfully adapted to a HOT lane and move more people, even if a few transit passengers choose to drive alone.