US DOT Congestion Initiative Urban Partnership Agreements I-95 Corridor Coalition EPS Summit September 19, 2007 Boston, Massachusetts Jeffrey F. Paniati Associate Administrator, Office of Operations Federal Highway Administration

Strategy to Reduce Congestion Solving the Congestion Problem Shape Demand Invest in New Capacity Operate System at Peak Performance Bring Supply and Demand into Alignment -- Congestion Pricing

Strategy to Reduce Congestion Congestion Pricing – Bringing Supply and Demand into Alignment Failure to properly price travel on highways is a root cause of congestion. The price of highway travel (gas taxes, registration fees, etc.) bears little or no relationship to the cost of congestion. Unlike other public utilities, the public expectation is that the “service” is free or does not change with changes in demand. Rationing transportation services via pricing is more efficient than rationing by delay.

Strategy to Reduce Congestion Congestion Pricing - The Options HOV to HOT Conversion (Use Excess Capacity) Variably or Dynamically Priced Lanes (New) Variably or Dynamically Priced Lanes (Existing) Cordon or Area Pricing Region - Wide Charges

Strategy to Reduce Congestion Congestion Pricing of Excess HOV Facility Capacity (HOT Lanes) Fees for SOV use vary based on traffic levels - I-394 MnPass Express lanes in Minneapolis (dynamic pricing, real-time), I-15 FasTrak Lanes in San Diego (quasi-dynamic, every 6 minutes), and I-25 Express Lanes in Denver (variable pricing) all using electronic transponders. QuickRide in Houston, TX, on the Katy Freeway - HOV-3 free; HOV-2 is $2 per trip using electronic transponder.

Strategy to Reduce Congestion HOV and HOT Lanes in the U.S. Source: Texas Transportation Institute

Strategy to Reduce Congestion Urban Partnership Agreements – Congestion Pricing Congestion Pricing is a key component of the USDOT Congestion Initiative (Relieve Urban Congestion element) - Urban Partnerships. Integrated “4T” Strategy. TOLLING (pricing) – Key Element Direct user charge based on use of facility; varies based on level of congestion Toll collection via electronic means (no booths) Transit Telecommuting/Travel Demand Management Technology About $850 million in USDOT Discretionary Funds.

Strategy to Reduce Congestion Urban Partners Miami Minneapolis -St. Paul San Francisco Seattle New York City

Strategy to Reduce Congestion Congestion Pricing - The Progress HOV to HOT Conversion (Use Excess Capacity) Variably or Dynamically Priced Lanes (New) Variably or Dynamically Priced Lanes (Existing) Cordon or Area Pricing Region - Wide Charges Minneapolis – St. Paul Miami

Strategy to Reduce Congestion Minneapolis – St. Paul Urban Partner I-35W between downtown Minneapolis and the southern suburbs. Existing HOV lanes converted to dynamically-priced HOT lanes (similar to existing MnPASS operation). Existing HOT lanes extended. Shoulder lanes dynamically priced.

Strategy to Reduce Congestion Miami Urban Partner 21 miles of HOT lanes on I-95 from Fort Lauderdale to downtown Miami. Raise HOV limit from HOV2 to HOV3+. Expand 10-lane highway to 12 lanes (by reducing the width of the existing lanes from 12 to 11 feet and using a portion of the shoulder).

Strategy to Reduce Congestion Congestion Pricing - The Progress HOV to HOT Conversion (Use Excess Capacity) Variably or Dynamically Priced Lanes (New) Variably or Dynamically Priced Lanes (Existing) Cordon or Area Pricing Region - Wide Charges San Francisco Seattle Minneapolis – St. Paul Miami

Strategy to Reduce Congestion Seattle Urban Partner Variable pricing on the State Route 520 floating bridge. King County crossing that currently carries about 160,000 people per day between Seattle and its Eastside suburbs. Tolls on the existing bridge are intended to help pay for the new bridge.

Strategy to Reduce Congestion San Francisco Urban Partner Variable pricing on Doyle Drive, the 1.5 mile elevated roadway leading to the Golden Gate Bridge. Will charge an extra 1-way-fee above the $5 toll on the Golden Gate Bridge. Revenues will help pay to reconstruct the 70-year old Doyle Drive. Creation of Integrated Mobility Accounts. Variable pricing of on/off-street parking and city- owned garage spaces in downtown San Francisco.

Strategy to Reduce Congestion Congestion Pricing - The Progress HOV to HOT Conversion (Use Excess Capacity) Variably or Dynamically Priced Lanes (New) Variably or Dynamically Priced Lanes (Existing) Cordon or Area Pricing Region - Wide Charges New York City San Francisco Seattle Minneapolis – St. Paul Miami

Strategy to Reduce Congestion New York City Urban Partner Will charge drivers $8 and trucks $21 a day to enter or leave Manhattan below 86 th Street on weekdays during the workday. Those who drive only within the congestion zone would pay $4 a day for cars, $5.50 for trucks.

Strategy to Reduce Congestion Congestion Pricing - The Progress HOV to HOT Conversion (Use Excess Capacity) Variably or Dynamically Priced Lanes (New) Variably or Dynamically Priced Lanes (Existing) Cordon or Area Pricing Region - Wide Charges New York City San Francisco Seattle Minneapolis – St. Paul Miami

Strategy to Reduce Congestion Congestion Pricing – Region Wide Charges Current Examples Studies in Oregon and Seattle have tested mileage-based fees and peak-period driving charges. Nationwide Truck Pricing in Germany, Austria and Switzerland – Automated weight-distance truck tolls across their national highways (Note: Sets the stage for area-wide congestion pricing).

Strategy to Reduce Congestion USDOT/FHWA Next Steps Promote HOV to HOT Conversions through Tailored Technical Assistance. Urban Partners. Provide Direct Support to the Urban Partners. Harness and Share Experiences. Provide General Resource Material - Tailored Workshops and Seminars; Reference Material. Value Pricing Pilot Program Lessons Learned. Model Pricing Legislation. “Making the Case” Outreach and Technical Support.

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