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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.