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Decision-Making Guide: Evaluating Road Pricing Potential for Local Areas and Conditions 7
HOT lane projects are thus intended to make better use of existing capacity on HOV lanes, while
creating a new travel option in the corridor being served. A side benefit may be that a shift of traf-
fic to the HOT lane may reduce congestion on the general purpose lanes.
Some implemented projects include the I-15 FasTrak express lanes in San Diego, the QuickRide
HOT lane projects on I-10 and US-290 in Houston, HOT lanes on I-25/US-36 in Denver, MnPASS
lanes on I-394 in MinneapolisSt. Paul, and the SR-167 HOT lanes in the Puget Sound region.
1.1.2 Variable Pricing on New or Rehabilitated Facilities
and Regionwide Networks
Like the conversions to HOT lanes discussed previously and variable pricing on existing toll facil-
ities, pricing on new or rehabilitated facilities (termed "networks" in case of multiple facilities) uses
variable pricing to control traffic, reduce peak-period congestion, and generate revenues support-
ing facility development or redevelopment and operations. However, instead of applying pricing
to existing facilities, variable pricing is introduced with new or improved road capacity. The key
goals are to increase capacity and throughput in one or more corridors while managing traffic
demand and supporting improvements in part with funding generated on the facility, an approach
users likely will perceive as equitable. Newly constructed expressways or lanes with variable tolls
have been implemented on State Route 91 in Orange County, California, and on the Katy Freeway
in Houston, Texas. Similar facilities are under development in several states where tolls are planned
to vary by time-of-day and congestion levels using electronic toll collection technology.
State and local budget cuts and unsuccessful attempts to fund transportation improvements
through taxation have increased the interest of states in financing capacity additions using toll
revenues. For example, the planned SR-520 project in the Puget Sound region involves widen-
ing and rehabilitating a bridge, while supporting improvements with new variable tolls on the
bridge. Planners in the region hope to extend the concept to other new facilities and existing
facilities combined with improvements.
Also included in this category are regionwide networks of new express lanes or facilities at sev-
eral potential locations within a region, including, in some cases, regionwide initiatives to promote
carpooling or improve transit services. The overall purpose is to add highway capacity while man-
aging new traffic levels and generating revenues through pricing. The lane management is aimed
at creating new high-quality travel options for the users where the toll revenues can cover all or a
significant proportion of the associated costs. Feasibility studies or long-range plans for region-
wide networks of express lanes with inclusion of demand management and transit components
have been completed in Maryland, Virginia, Minnesota, Texas, and the Washington, D.C., area.
New express lanes that are expected to eventually become part of such a network are currently
under construction in Virginia and Maryland.
1.1.3 Variable Pricing on Existing Toll Facilities
This category of pricing introduces variable tolls on highway facilities with existing fixed tolls
to encourage some travelers to use the facility during less congested periods, to shift to another
mode of transportation, or to change their travel route. Strategies include raising tolls during
peak periods and/or discounting tolls off-peak, or introducing tolls that vary with the level of
congestion on the facility. Implemented projects include variable pricing on two toll bridges in
Lee County, Florida--the Cape Coral Bridge and Midpoint Memorial Bridge, variable pricing
on the New Jersey Turnpike and on interstate bridges and tunnels of the Port Authority of New
York and New Jersey between New York City and New Jersey, and variable truck tolls on the
Illinois Tollway.
