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Author: Lei Xu Publisher: ISBN: Category : Languages : en Pages :
Book Description
Since the 1960's, high-occupancy vehicle (HOV) lanes have been successfully used as a travel demand management technique. In recent years, there has been a growing interest in the use of high-occupancy toll (HOT) lanes as an alternative to HOV lanes to help manage the increasing demand for travel. HOT lanes combine pricing and vehicle occupancy restrictions to optimize the demand for HOV lanes. As two of the four HOT lanes in the world, the HOT lane facilities in Houston, Texas received relatively low patronage after operating for over 6 years on the Katy Freeway and over 4 years on the Northwest Freeway. There existed an opportunity to increase the usage of these HOT lanes by allowing single-occupancy vehicle (SOV) travelers to use the lanes, for an appropriate toll. The potential SOV demand for HOV lane use during the off-peakperiods from the Katy Freeway and Northwest Freeway general-purpose lane (GPL) travelers was estimated in this study by using the data collected from a 2003 survey of travelers on the Katy and Northwest Freeway GPLs who were not enrolled in QuickRide. Based on survey results, more travelers would choose to drive on the HOT lanes as SOV travelers during the off-peak periods when the facilities provided higher travel time savings and charged lower tolls. Two important factors influencing travelers' use of the HOV lanes were their value of travel time savings (VTTS) and penalty for changing travel schedule (VPCS). It was found that respondents had VTTS approximately 43 percent of their hourly wage rate and VPCS approximately 3 percent of their hourly wage rate. Combining this information with current travel time savings and available capacity on the HOV lanes, it was found that approximately 2000 SOV travelers per day would pay an average toll of $2.25 to use the HOV lanes during the off-peak periods.
Author: Lei Xu Publisher: ISBN: Category : Languages : en Pages :
Book Description
Since the 1960's, high-occupancy vehicle (HOV) lanes have been successfully used as a travel demand management technique. In recent years, there has been a growing interest in the use of high-occupancy toll (HOT) lanes as an alternative to HOV lanes to help manage the increasing demand for travel. HOT lanes combine pricing and vehicle occupancy restrictions to optimize the demand for HOV lanes. As two of the four HOT lanes in the world, the HOT lane facilities in Houston, Texas received relatively low patronage after operating for over 6 years on the Katy Freeway and over 4 years on the Northwest Freeway. There existed an opportunity to increase the usage of these HOT lanes by allowing single-occupancy vehicle (SOV) travelers to use the lanes, for an appropriate toll. The potential SOV demand for HOV lane use during the off-peakperiods from the Katy Freeway and Northwest Freeway general-purpose lane (GPL) travelers was estimated in this study by using the data collected from a 2003 survey of travelers on the Katy and Northwest Freeway GPLs who were not enrolled in QuickRide. Based on survey results, more travelers would choose to drive on the HOT lanes as SOV travelers during the off-peak periods when the facilities provided higher travel time savings and charged lower tolls. Two important factors influencing travelers' use of the HOV lanes were their value of travel time savings (VTTS) and penalty for changing travel schedule (VPCS). It was found that respondents had VTTS approximately 43 percent of their hourly wage rate and VPCS approximately 3 percent of their hourly wage rate. Combining this information with current travel time savings and available capacity on the HOV lanes, it was found that approximately 2000 SOV travelers per day would pay an average toll of $2.25 to use the HOV lanes during the off-peak periods.
Author: Geoffrey Linus Chum Publisher: ISBN: Category : Languages : en Pages :
Book Description
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.
Author: Publisher: ISBN: Category : Congestion pricing Languages : en Pages : 102
Book Description
This paper examines the circumstances under which congestion pricing of an HOV lane might be appropriate, as well as the operational, legal, and public acceptance issues that bear on feasibility. Use of the I-10 (Katy Freeway) HOV lane is restricted to vehicles with three or more occupants (HOV3+) during the peak hours daily because the original HOV2+ eligibility produced demands approaching capacity and thus significant loss in operating speeds. However, the HOV3+ restriction results in significant excess capacity. In order to move more people during the peaks, METRO and TxDOT are considering allowing HOV2s to "Buy-in." The feasibility analysis shows that there is adequate capacity for up to 600 HOV2s during each peak period. Legal feasibility rested on three issues: 1) authority to toll, 2) authority to enforce, and 3) ability to receive revenues. Critical steps for achieving public acceptance include: 1) understanding historic public feedback nationally, 2) understanding local opinions (both users and general public), 3) developing a public education/information campaign, and 4) developing support among local officials. The approach to establish a pricing policy in Houston involved the following: 1) develop the pricing objectives, 2) determine relevant local mobility prices and related tolling practices, and 3) establish an initial strategy and setting an adjustment policy. The feasibility research has been completed and implementation plan prepared. The transit authority board and the state transportation commission have voted to proceed with a one-year trial beginning in 1997.
Author: Anjali Mahendra Publisher: Transportation Research Board ISBN: 0309155436 Category : Business & Economics Languages : en Pages : 146
Book Description
TRB's National Cooperative Highway Research Program (NCHRP) Report 686: Road Pricing: Public Perceptions and Program Development explores road pricing concepts and their potential effectiveness and applicability. The report includes guidelines for project planning and integrating pricing into regional and state planning processes, and for communicating strategies and engaging affected parties.
Author: Lei Xu
Author: Lei Xu
Author: Dennis L. Christiansen
Author: Delbert Lance Bullard
Author: Richard Gerhard Dowling
Author: Geoffrey Linus Chum
Author: Dennis L. Christiansen
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Author: Mark Whitman Burris
Author: 
Author: Anjali Mahendra