I-15 Managed Lanes: Building on Success And Lessons Learned I-15 Managed Lanes: Building on Success And Lessons Learned

I-15 Express/Managed Lanes Value Pricing Study & Public Outreach Results Operational Considerations Lessons Learned I-15 Express/Managed Lanes Value Pricing Study & Public Outreach Results Operational Considerations Lessons Learned Overview of Presentation

Managed Lanes Roadmap 2030 San Diego Region Managed Lanes Network Current I-15 Managed Lanes Project SR 52 Managed Lanes Existing Reversible I-15 Express Lanes SR 125 South Bay Expressway (2007) I-5 Managed Lanes I-805 Managed Lanes

Original Express Lanes 2-Lane reversible Barrier separated Per-trip pricing uses FasTrak® electronic toll collection 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 Interoperable in California First dynamic pricing project Fees set to keep traffic free flowing

Why Managed Lanes ? Expands travel options in the corridor Increased use of HOV Lanes Usage doubled following introduction of FasTrak Generates revenue; can help pay for corridor transit service Over $7 million provided to MTS between 1997 – 2006

Public Support for ML Program Approval of FasTrak Program By Group Don’t Know 6% Approve 66% Disapprove 28% Other I-15 Users Don’t Know 1% Approve 88% Disapprove 11% FasTrak Customer Conducted public outreach Stakeholder interviews Phone / intercept surveys Focus groups Conducted public outreach Stakeholder interviews Phone / intercept surveys Focus groups

Would you support or oppose construction of similar “managed lane” facilities in freeway corridors throughout San Diego County? Oppose 20% Support 76% No Opinion 4% 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? Oppose 20% 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? No 25% Yes 73% Don’t Know 3%

Age Ethnicity Total WhiteHisp.A s ian Likelihood to Use Managed Lanes How likely are you to use the planned I-15 Managed Lanes? (as FasTrak or carpool)

Comparison of Facilities  20 miles and 4 lanes  Access every 2-3 miles  41 toll locations  Movable barrier  Concurrent flow  24/7 operations  Price per mile  Value of Time Pricing  Routine and automated enforcement  20 miles and 4 lanes  Access every 2-3 miles  41 toll locations  Movable barrier  Concurrent flow  24/7 operations  Price per mile  Value of Time Pricing  Routine and automated enforcement I-15 Express Lanes I-15 Managed Lanes  8 miles  2 lanes  Access at two ends only  Reversible  Peak direction  Closed weeknights after 7:00 p.m.  Price per trip  Routine enforcement  8 miles  2 lanes  Access at two ends only  Reversible  Peak direction  Closed weeknights after 7:00 p.m.  Price per trip  Routine enforcement

I-15 Managed Lanes Signage 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 value- added content such as travel times to nearest destination 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 value- added 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) Signage will guide users to Managed Lanes entry and exit locations

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 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 20¢ 10¢ 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 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 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 multi- modal 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

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