Carpool Lane Congestion and RCTC's Interstate 15 Corridor Improvement Project

Southern California's carpool lanes may appear to be dated given noticeable peak hour congestion, but that is no reason to simply do away with the system. According to Caltrans, the goals of carpool lanes are to reduce congestion and improve air quality on the State Highway System.

The law states that the carpool lane is used "to stimulate and encourage the development of ways and means of relieving traffic congestion on California highways and, at the same time, to encourage individual citizens to pool their vehicular resources and thereby conserve fuel and lessen emission of air pollutants."

Dedicated lanes for high occupancy vehicles is a viable alternative, according to the state government. In many cases, such lanes are the only alternative, in meeting federal air quality conformity standards for capacity-increasing improvement projects in metropolitan areas in conjunction with improving options for alternative high occupancy vehicle travel such as expanded bus and train services and marketing campaigns to form carpools. Carpool lanes represent one approach being used in regions throughout the state to respond to growing traffic congestion, declining mobility level, air quality and environmental concerns.

Yes, there are some corridors where the carpool lane may be lightly used during some hours. We've brought our views into the court of public opinion earlier this week on this one.

Many commuters sold on ridesharing

Those principles and benefits of carpool lanes are all good, and many commuters were sold on that notion. Guess what? Combined with the Inland Empire population growth, the carpool lanes are now jammed too during the rush hour. Under the federal law, carpool lanes are officially congested when the high occupancy vehicles in these lanes fail to maintain a minimum average operating speed of 45 miles per hour 90 percent of the time over a 180-day period during the morning or afternoon peak hours.

There have been claims that solo hybrids and electric cars are contributing to the chaos. There are some who are demanding that the exemption be abolished. Caltrans believes the state's rising population–and not solo clean vehicle access–is the primary reason for congestion in the carpool lanes. “More people are driving more cars longer distances. Our research shows that vehicle miles traveled increased faster than population growth," according to Caltrans' Chief of Traffic Operations Robert Copp. "So, with population increases, we get more traffic, more congestion." That may be true, but placing solo hybrid restrictions could be one solution to explore given that they are not really high occupancy vehicles. Restricting such access in congested areas is not the cure-all solution, but it would certainly help. The reality is that it probably won't be much longer until the majority of cars would be considered clean as more hybrids and electrics are introduced in the marketplace and prices come down.

Speaking of solo's, the other exempted vehicles are motorcycles. Should they too be restricted? Positively not. Motorcycles are considered a high occupancy vehicle simply due to safety and their small size. If a motorcycle is stuck in the general purpose lanes, that makes the roadway more hazardous. One corridor does restrict motorcycle access to its high occupancy vehicle lanes, the 91 Express Lanes. They must have a FasTrak transponder and hop into the 3+ lane. Motorcycles should be exempted from needing to register for a FasTrak transponder and pay tolls during the PM rush hour, period. There is no excuse to motorcycle safety. Automated enforcement systems can certainly detect these high occupancy vehicles.

Combating Carpool Lane Congestion

Moving forward, Caltrans will explore several strategies to reduce carpool lane congestion, including:

• Adjusting hours of HOV operation
• Modifying vehicle entrance and exit points in HOV lanes
• Increasing enforcement by the California Highway Patrol, and
• Limiting hybrid access in congested areas.

Identifying bottlenecks and the modification of access points which could include the addition a transitional weave lane certainly should be looked at by traffic engineers. There may be cases where carpool congestion is caused by a bottleneck. That's why we're keeping a close watch on the 91 Express Lane extension and the bottleneck along the I-15 south at El Cerrito Road where the highway goes to three lanes with no high occupancy lane.

There have also been local discussions of changing the occupancy requirement for carpool from 2 to 3 during congested periods. That should be looked at on a corridor-by-corridor basis by traffic engineers. We understand that such a change will be a bit chaotic at first as 2-person carpools are displaced, but strong marketing campaigns to form 3+ carpools and plans implement all day transit service should be able to offset this issue. Long term plans may include doubling the capacity so that there are two carpool lanes in each direction. The I-15 Express Lane facility in San Diego County is a prime example.

Model high occupancy vehicle infrastructure: San Diego County I-15 Express Lanes

In San Diego County, the I-15 Express Lanes corridor between Escondido and San Diego has been nationally recognized for its innovative design. It is the first section of a regional system of interconnected Express Lanes. It fosters public transit with the presence of bus infrastructure. It encourages shared ridership with park & ride lots. There's no toll for 2+ carpools and vanpools, buses, and motorcycles. They do not have to preregister ahead of time or mount a transponder. They can get on for free and go! Intelligence-driven enforcement combined with heavy fines combats carpool and toll payment cheating. Starting in 2014, the corridor will offer an all day express bus rapid transit route. This multi-modal high occupancy toll lane facility features:

• Dual 2+ carpool lanes in each direction with the option of solo drivers to buy their way in with a FasTrak under real-time marketplace tolls. Much of the corridor also features a movable barrier where the number of carpool lanes in each direction can be adjusted easily. Under special circumstances, the barrier could be moved where one direction of the corridor would have 3 carpool lanes, the other would have 1.
• More than 20 access points that give travelers a wide range of options of where to enter or exit the lanes. 
• Direct access ramps that allow travelers to enter the Express Lanes from surface streets. New and improved transit stations are located less than a few blocks from these ramps, thus providing the bus transit infrastructure for high speed express bus services both from public agencies and the private sector.
• Robust bus transit stations less than a few blocks from the corridor: Unlike LA's I-110 Harbor Transitway where the transit stations were placed in the freeway median, the stations are placed on either side of the freeway, thus making non vehicular access more pedestrian and bicycle friendly. Speaking of the notion of placing transit stations within the median of the freeway, such proposals generally must be discouraged. Getting to stops is hard enough. Patrons are often required to bridge over or under several lanes of rushing traffic. Once they are finally on the platform, the environment is chaotic. Cars may be whizzing by at high speeds in both directions, producing noise and unhealthful air around the station. That's why it's better to place the transit hubs on either side of the freeway.

Concept: What a direct access ramp with supporting bus infrastructure from San Diego's I-15 Express Lanes may look like if replicated in Temecula. An extension of Bedford Court serves as the direct access ramp. Numerous casino buses, private carpools and future public express buses would utilize it. A transit station on the opposite side of the freeway would cater to connecting RTA buses and potential local high speed rail toward Los Angeles to the north and San Diego to the south. A gateway into the Santa Margarita Ecological Reserve would also support the transit station and serve as a tourist stop. View map.

Could the Inland Empire use robust transit infrastructure like this? Let's see what our folks at the Riverside County Transportation Commission have planned.

Riverside County: Interstate 15 Corridor Improvement Project

The Riverside County Transportation Commission's Interstate 15 Corridor Improvement Project was recently reevaluated, right-sized, and re-prioritized as it emerges from its original plan of a 43.5 mile corridor improvement, to a more focused 14.6 mile stretch of tolled express lanes running North from Cajalco Road in Corona to State Route 60 (SR-60). The original proposal was to run the HOT lanes between SR-60 and SR-74 in Lake Elsinore and to build carpool lanes between SR-74 and the I-215 in Murrieta. Because of predicted growth in Temecula, we've advocated for the carpool lanes to be dual and to run through to San Diego County where it would seamlessly link with the I-15 Express Lanes. Under the current political and economic climate, that will not happen anytime soon; so prepare for more bottleneck shifting.

According to RCTC, the project has undergone the reevaluation of its project limits in order to deliver a project that could be constructed in this economic recovery period. The project originally was relying, in part, on local Measure A funding, the half-cent sales tax dedicated to County Transportation, for a large portion of its funding source.

Concept: Dual high occupancy express lanes along the I-15 freeway just north of Cajalco Road which supports free non-transponder carpooling complete with infrastructure to support future rapid express buses and private sector intercity coaches like Greyhound. The access point pictured is actually officially proposed by the Riverside County Transportation Commission as part of a scaled-down version of the I-15 tolled express lane project. Also pictured to the right is infill marketplace job growth at the Corona Crossings area.

When the Measure A funding endured multiple years of unanticipated downturn, the I-15 CIP was evaluated for what could feasibly be built that would bring maximum benefit to the public. RCTC was therefore forced to downsize the I-15 Project which is now focused on the highest traffic impact areas within the corridor.

No more excuse making

We will continue to hold the state accountable for supporting policies that would entice the local marketplace to grow and for getting our transportation infrastructure to a point of where it needs to be and county officials should think likewise and pass resolutions to demand the state to stop misspending our money. Wasteful government spending of our transportation money positively should not be tolerated. With carpool demands high and growth on the way for the corridor, the I-15 needs robust infrastructure to support the high occupancy vehicle traffic so it does not become the next 91 Freeway Corona Crawl. The corridor needs to mimic San Diego County's I-15 Express Lane system with bus transit infrastructure and usage policies that support free non-transponder carpooling. Charging mandatory tolls and transponder preregistration on carpoolers which drives non-registered HOV's out of the express lanes should not be a substitute. The state simply has no excuse for this downsizing.

Carpool Lanes: Debating the "Open to All" option outside of rush hours

Proposed: SANDAG proposes high occupancy toll lanes along the I-15 from Eastvale through the Cajon Pass. During times of extraordinary traffic incidents like accidents, temporarily opening the HOT lanes to all for free with continuous access would be justifiable. In this concept, the I-15 HOT lanes are open to all with continuous access due to an accident 5 miles ahead while the I-10 HOT lanes remain open to carpools or FasTrak traffic only

Should carpool lanes really be opened up to all during off-peak hours? The Transit Coalition's A Better Inland Empire transit blog answers that question. Last week, Governor Jerry Brown vetoed AB 405 by Assemblymember Mike Gatto which would have opened the segments of the carpool lanes along the 134 and 210 Freeways in Los Angeles County to solo drivers outside of commute hours. According the Press Enterprise and several other sources, AB 405 had bipartisan support, passing unanimously in the Senate and had near unanimous support in the Assembly. However, Brown in his veto message said, "Carpool lanes are especially important in Los Angeles County to reduce pollution and maximize use of freeways. We should retain the 24/7 carpool lane control." He may have a point.

To be fair, traffic patterns on some freeways may dispute Brown's statement even though opening the carpool lanes for single-occupant vehicles on SR-134 and I-210, even if only during off-peak hours, is very questionable. The Transit Coalition does not support opening up the carpool lanes to all road users in such a fashion. A better idea is allowing local Los Angeles officials, even if it be the local Caltrans district, to have the authority to manage the carpool occupancy requirements and enforcement periods on a corridor-by-corridor basis, since local users and traffic engineers are the ones most familiar with the traffic flow of these freeways, not Sacramento. We all remember what happened with the El Monte Busway. Some basic statewide regulations will be required, especially to prevent political abuse at the local level, but basic carpool lane management certainly should certainly be done locally. For what it's worth, Assemblymember Gatto does represent the region, where SR-134 and a small portion of I-210 pass through.

This is a debatable and complicated topic. That's why we cannot support AB 405 or any other similar proposal right off the bat. As mentioned, history shows the I-10 El Monte Busway cannot be managed from Sacramento; it has to be done in LA. Another issue: How many high occupancy vehicles are choosing to drive in the general purpose lanes and why so? What is the just and right thing to do in cases where an accident or emergency crews are blocking the general purpose lanes? It's time for some straight talk.

Allow local law enforcement and Caltrans to temporarily open carpool lane access during a road incident

Both of Riverside County's major local newspapers, Press Enterprise and the Union Tribune, supported opening carpool lanes outside of rush hours as fewer cars use the lanes during free-flow hours, but it was the UT that hit the nail on the head. Here's a valid point that the editorial made:

Example: Opening up a HOT lane system to allow all traffic to bypass blocked lanes caused by a brush fire 5 miles ahead. Vehicles would also be granted continuous access.

Most everyone in San Diego who commutes by freeway has no doubt encountered an accident or road work that clogs the regular lanes during the middle of the day or at night while the carpool lanes are practically vacant. The whole idea of carpool lanes is to encourage ride-sharing, but sometimes that just isn’t feasible.

And that's true. If there's a sigalert, traffic collision, construction, maintenance work, hazard, or any other acute road incident that is tying up traffic in the general purpose lanes, allowing law enforcement and Caltrans to temporarily open up the high occupancy vehicle lane to allow such traffic to pass through would absolutely be justified. This includes relaxing access restrictions by allowing drivers to cross over the double white/yellow lines. Digital freeway signs would announce such permissions.

The PE mentioned in its editorial that "letting the carpool lanes sit empty while drivers struggle with heavy traffic on the rest of the freeway does not cut pollution or ease congestion; it merely angers motorists." In the case of a road incident, that is absolutely true. State law should also allow such cases to be applied to high occupancy toll lanes including the 91 Express Lanes. Both Caltrans and law enforcement should have the authority to open dedicated lanes to allow traffic to pass through in these extraordinary circumstances which includes permitting vehicles to cross over the double white/yellow lines. There is no reason whatsoever to suggest otherwise.

Debate: Opening up HOV lanes during off-peak hours regularly

Outside of traffic incidents, the notion of opening up carpool lanes to all during off-peak hours is debatable. Therefore, The Transit Coalition does not support this notion. Debates and decisions should take place locally on a corridor-by-corridor basis with all political bias set aside and with professional engineers writing up formulas based on fact-based data to aid local leaders in managing such lanes. The same holds true of determining whether such facilities should allow for continuous access or have dedicated access points. There are some freeways that experience very few vehicles in the carpool lane outside of peak hours, but certainly not all. Generally speaking, policies need to ensure the carpool lane remains moving at all times outside of acute traffic incidents. A firm valid objection is creating a circumstance where opening up the carpool lane to all would fill it beyond capacity during off-peak hours with solo drivers. That could be a concern for freeways in the Los Angeles area where high occupancy vehicle travel demand is high. The facts, history and various traffic patterns on different freeways are overwhelming. Here are some examples:

I-10 El Monte Busway: The El Monte Busway is an 11 mile shared-use bus corridor and high occupancy toll lane running along I-10 between downtown Los Angeles and the El Monte Bus Station. It has a long history, but in 1999, a state bill lowered the carpool occupancy requirement from three occupants to two to take place on January 1, 2000. This was intended to be a 2 year experiment but it was cancelled after only 6 months in which it congested the busway. Local transit agencies opposed the state measure, demonstrating why local officials need some decision making power to manage their high occupancy vehicle lanes. Emergency state legislation was needed and passed in July 2000 to terminate the experiment during peak hours. Currently, 3's a carpool during rush hours in both directions, 2 at other times along the El Monte Busway. All carpools must also have a switchable FasTrak transponder to travel for free in the current HOT lane system.

91 Freeway into Orange County: As many are aware, the 91 Freeway into Orange County consistently reaches unpredictable "rush hour" states well beyond the traditional peak commute hours. Right off the bat, we can safely say that the freeway's general purpose lanes and the 2+ carpool lane through Corona start to slow shortly after the lunch hour on Friday's and is congested pretty much all day and through the evening on many weekends and holidays, especially in the eastbound direction. The freeway gets worse on hot days as people headed to coastal areas and the beach to cool off fill the 91, most have at least 2 people in the car. The 91 Express Lanes is a 24/7 transponder-mandated 3+ high occupancy toll lane facility. Given the high demands for high occupancy vehicle travel in the corridor to the point where even 2+ carpool lanes are insufficient during rush hours, hot summer days and weekends, the 3+ HOT/FasTrak lanes positively cannot be opened to all outside of traditional commute hours. That would be chaotic for the entire corridor. Probably the only feasible times to regularly open the 91 Express Lanes to all would be during the late night hours.

Proposed: SANDAG proposes high occupancy toll lanes along the I-15 through the Cajon Pass. This Caltrans photo shows the existing freeway at a free-flowing state during the middle of a weekday. Opening the HOT lanes to all for free is certainly debatable and questionable. How many of the cars passing through do you think are high occupancy vehicles?

Inland Empire Freeways where the carpool lane may look empty: These freeway segments are typically at a free flowing state during the middle of the day and weekends. Therefore, the carpool lane may often look empty:

• SR-60 Carpool lanes between Moreno Valley and the Badlands hills
• Proposed I-215 Carpool lanes between Moreno Valley and Perris
• Proposed I-15 Carpool lanes between Murrieta and Lake Elsinore
• Proposed I-15 High Occupancy Toll Lanes through the Cajon Pass
• Proposed I-15 High Occupancy Toll Lanes between Temecula and Escondido

Opening the carpool lane to all along these freeways is certainly debatable under the current demographics and traffic patterns. It's a bit more complex than it looks. There are valid questions and arguments for both and against. The Transit Coalition will thus not necessarily support such a move due to these complexities.

Here's an interesting reality of such free-flowing freeways. Some HOV's won't even bother to weave across the freeway lanes to use the carpool lane during free-flow hours simply because there is no need to. That of course drives down the number of vehicles in the lane. Whenever an extraordinary circumstance such as an accident comes up unannounced, more folks including carpools are stuck in the regular lanes, especially if the carpool lane has restricted access points. This creates the problem of empty carpool lanes and congested general purpose lanes. One solution, as mentioned, is to allow law enforcement and Caltrans to temporarily open the carpool lane to all during extraordinary circumstances and to permit vehicles to cross over the double lines if there are restrictions.

Long term solutions would include finding ways to integrate the lanes better with dense activity centers. This would include the development of direct access ramps and transit infrastructure. HOV's may therefore be inclined to take the carpool lane during off-peak hours.

I-215 Carpool Lanes under construction between Riverside and San Bernardino: The mainline is heavily used all throughout the day, and the two county seats move many people all day long with the presence of an all day Omnitrans express bus route. Should the private sector invest in the city centers, high occupancy vehicle demand may be high enough where night owl transit service may be feasible. The carpool lane should therefore remain 24/7 with long term plans to link the lane directly to the transit centers.

I-215 Carpool Lanes between Riverside and Moreno Valley: This segment of the I-215 is consistently high in volume due to the merge of SR-60 from Moreno Valley and I-215 from Perris. Carpool demands are consistently high. A recent Coalition field study through this area showed the eastbound 2+ carpool lane between Riverside and Moreno Valley filled to near capacity on a Friday night at 9 PM as the general purpose lanes were heavy, well past the traditional rush hour. With the growth of logistics jobs in the area, this corridor certainly should maintain its 24/7 enforcement with long term plans for a dual HOV express lane system with bus transit infrastructure and upgraded corridor-based passenger rail service. More on that at later time.

Other freeway corridors with regular slowing in the general purpose lanes outside of rush hour: The long term solution needs to be exploring additional high occupancy vehicle travel options. This includes improving mass transit services and carpool marketing outside the traditional commute hour.

The carpool lane system through Interstate 10 in Ontario certainly should remain at 24/7 operations. This midday Caltrans photo shows the freeway and the carpool lane at a heavy, but stable state. Seven high occupancy vehicles are pictured in the carpool lane. There may be more in the general purpose lanes.

Due to these variants, changes such as carpool lane enforcement periods and occupancy requirements should be based upon fact-based traffic patterns and freeway segment data put together by local engineers working under the local Caltrans district or the local transportation agency such as the Riverside County Transportation Commission. The results certainly should be brought up for robust debate in managing carpool lanes and ensuring they are moving always. Infrastructure should be designed in ways that high occupancy vehicles would be inclined to use the dedicated lanes. Any statewide laws and formulas involving carpool lanes should be based on sound traffic engineering studies, not ideology.

What about AB 405?

How do the SR-134 and I-210 freeways in Los Angeles County fit into this category in relationship with the vetoed bill? Would AB 405 work specifically for these corridors? We'll let the experts working in Burbank, Glendale and Pasadena make that judgement. If engineers conclude that these freeways have a high volume of high occupancy vehicles traveling in the general purpose lanes, keep the carpool lane open 24/7 and find ways to integrate the lanes better with direct access ramps and transit infrastructure. The greater Los Angeles area has very high occupancy vehicle travel rates as demonstrated by transit routes with high ridership figures, especially along the El Monte Busway.

Transportation Tips: Take Charge of Your Commute

This week, we're going to echo a few wise words that both the Riverside County Transportation Commission and San Bernardino Associated Governments have long advocated for:

Rideshare

October has traditionally been the month where local transportation agencies market ridesharing to area commuters to cut down on traffic congestion. Getting yourself into a carpool is not easy and takes some time and firm commitments. Be willing to sacrifice a few hours to learn what your commute options are. Stop making excuses and take charge of your drive, even if it's just one day per week. Ridesharing involves heading to work or your destination using any means except driving solo in a car. Your fuel bill will be significantly cut. Form a carpool and hop into the carpool lane for free including the I-15 Express Lanes in San Diego County. Team up with 3 or more and enjoy huge toll discounts aboard the 91 Express Lanes with any FasTrak account including toll free travel in the westbound lanes. Explore your RTA, Omnitrans, and Metrolink options and see if the bus or train fits into your work schedule. Check out the guaranteed ride home programs that are offered. Even if your route is totally car-centric, see if the park-and-walk model works for you by parking offsite and walking the last 1/4 to 1/2 mile of the trip.

And it's not just going work. If you're headed to a social function, a meeting, company convention, or anything else, see if anybody else living in your area is headed to the same event and organize a casual carpool. By choosing to rideshare, you can reduce traffic congestion. For everyday commuters, RCTC and SANBAG have set up this system through the IE511 commuter website:

Step 1: Find out how much ridesharing can save you.
Use the calculator on this page and see how much money you can save.

Step 2: Find a carpool or vanpool.
IE 511 Commuter Services can help you find a carpool or vanpool arrangement that matches your route and schedule. Also get information about Carpool Lanes and Park and Ride lots to streamline your commute.

Step 3: See if you are eligible for any commuter incentives.
Want a tax break? IE 511Commuter Incentives to try ridesharing are available to employees at participating employers. You could be eligible for a $2/day incentive, a $400 a month ongoing vanpool subsidy, an incentive to start a vanpool, and the Rideshare Plus Rewards Program that offers coupons for dining and shopping discounts if you are already ridesharing. Just call 1-866-RIDESHARE (1-866-743-3742) for more information.

In addition to the 511 service, check out the vast ridesharing options all throughout the marketplace. You may be surprised to learn what you're options may be.

The RTA route maps have become easier to understand

Photo: Riverside Transit Agency

Some time ago, about four years ago to be exact, The Transit Coalion in this report asked RTA to consider making their bus route maps published in the Ride Guide more complete and easier for an everyday rider to understand. Back then, we analyzed the graphical layout and design of the published bus route maps.

Including the freeways and major streets on the individual bus route maps certainly would make them more clearer to understand. We've noted that the bus agency adopted some of the suggestions we made back in 2009 for the September 2013 bus service change. See for yourself in the Ride Guide.

Other basic ideas that we've suggested to RTA in order to make the bus system more understandable includes the renumbering of the bus routes based on the type of route it is. Such a move won't break the bank and such a proposal was recommended back in 2007 through a comprehensive operational analysis study. Here's a potential route classification system with some example routes:

Conceptual RTA Bus Route numbering system with example routes:
Some of the example routes listed include lines that are conceptual or are RTA COA-recommended in 2007, but not in service. Do not use for RTA trip planning!

Local/Trunk Routes: 1-99
             Route 1 - Corona - Downtown Riverside - UCR local
             Route 16 - Downtown Riverside - Moreno Valley local
Community shuttles and circulators: 100-199
             Route 133 - Hemet Ladybug circulator
             Route 108 - Lake Elsinore Grand Avenue connector
Express Routes: 200-299
             Route 202 - Murrieta - Oceanside CommuterLink
             Route 206 - Temecula - Lake Elsinore - Corona CommuterLink
Inter-regional Connectors and Local+Express Hybrid Routes: 400-499
             Route 403 - Lake Elsinore - Corona - Eastvale
             Route 431 - Pass Area - Moreno Valley - Downtown Riverside
             Route 479 - Temecula - Hemet
Metrolink Station Rail Feeders and Special Routes: 600-699
             Route 650 - Downtown Riverside Jury Shuttle
             Route 651 - UC Riverside Crest Cruiser
             Route 655 - Harveston Trolley Shuttle
Limited Stop / Rapid: 700-799
             Route 701 - Corona - Downtown Riverside - UCR
             Route 716 - Downtown Riverside - UCR - Moreno Valley
             Route 719 - Moreno Valley - Perris
             Route 723 - Lake Elsinore - Temecula - Pechanga Resort
Rapid Express Service: 900-999
via 91 Express Lanes, San Diego County I-15 Express Lanes, and future RCTC I-15 High Occupancy Tolled Express Lanes
             Route 915 - Lake Elsinore - Corona - Fullerton
             Route 917 - Murrieta - Escondido - La Jolla
             Route 991 - Riverside Downtown - Corona - Anaheim ARTIC
           

Temecula Valley's I-15 Freeway upgrades, rapid transit and the Ultimate Interchange

Proposed: New interchange design at the I-15 Freeway
and Temecula Parkway.

Concept: Direct access ramp linking conceptual dual 2+ carpool lanes with a FasTrak toll option for solo drivers in the area of the I-15 Freeway and Temecula Parkway. The DAR links the express lanes with a conceptual transit station to the west and an officially proposed park & ride to the east.

Drivers and transit riders who regularly pass through Temecula along the southbound side of the I-15 freeway are well aware of long off ramp traffic queues which often spill over onto the freeway at the city's three exits: Winchester Road, Rancho California Road, and Temecula Parkway.

The Temecula Parkway exit is by far the most hazardous as the off ramp lacks an auxiliary lane which causes the long lines to back up into the far right general purpose lane. Sometimes the backup spans a whole mile. With a curve along the freeway just a half mile north of the offramp, the hazard is serious. Traffic in the far right lane cruising along at 70 mph will often, without warning, see the lane come to a dead halt, leaving drivers little time to react. The area has been the site of numerous traffic collisions. The hazard has also created a minor traffic bottleneck.

The City of Temecula has moved one step closer toward breaking ground on restructuring this congested and hazardous freeway interchange located on the southern end of town, a project long overdue. According to the city, construction would require the relocation of utility, water and sewer lines through an existing Arco gas station. The city therefore negotiated a purchase of the property for $5 million. The city also reported that this construction is dubbed "ultimate" with the expectation that this will be the final interchange upgrade and the new configuration is expected to be able to handle growing traffic volumes until 2030. The project also includes re-striping Temecula Parkway to four lanes in each direction between the freeway and Pechanga Parkway.

Concept: An extension of Bedford Court from Temecula Parkway serves as a direct access ramp to potential high occupancy toll lanes along the I-15 through Temecula. Numerous casino buses and future public express buses would utilize it. A transit station on the opposite side of the freeway would cater to connecting RTA buses and potential local high speed rail toward Los Angeles to the north and San Diego to the south. A gateway into the Santa Margarita Ecological Reserve would also support the transit station and serve as a tourist stop.

We believe this area, let alone the freeway itself, will be seeing more projects to come. Therefore, upgrades are far from over. Pictured here, the Coalition is exploring the possibility of an additional interchange add-on at Temecula Parkway that would cater to high occupancy vehicle traffic, carpools, vanpools, future express buses, casino buses headed to the Pechanga Resort, and solo motorists willing to tax themselves into a carpool lane.

Concept: Dual 2+ Carpool lanes with a FasTrak toll option for solo drivers with the existing 4 general purpose lanes along the I-15 Freeway through Temecula.

With major high density development proposals planned along the western side of the freeway through Temecula, the freeway could very well use a set of dual high occupancy 2+ carpool lanes in each direction with express bus infrastructure which would seamlessly connect San Diego County's I-15 Express Lanes system to the south with the the proposed Riverside County Transportation Commission I-15 high occupancy tolled express lane network to the north. The conceptual Temecula-to-Elsinore HOV 2+ segment would also include direct access ramps to future transit stations near the Promenade Mall area, the Golden Triangle area or other selected spot for the RTA Twin Cities Transit Center, downtown Wildomar, and downtown Lake Elsinore. The lanes would also permit solo drivers to buy their way in by paying a toll with their FasTrak transponder. As we have been campaigning and as demonstrated by San Diego's system, all 2+ HOV's would travel free without a need to preregister for a transponder.

As much as officials want to designate the Temecula Parkway interchange upgrade as "ultimate," it certainly will not be the area's final infrastructure upgrade to come, especially with the projected growth in Temecula's west side.

Detecting defective FasTraks along HOT lanes that support free non-transponder carpooling

The Transit Coalition ran across an excellent question about the We want toll lanes done right campaign, a project where we're advocating for free non-transponder carpooling for the 91 Express Lanes and along proposed Inland Empire high occupancy toll lanes for I-15 and I-10. The question deals with defective FasTrak transponders along tolled express lanes that support free non-transponder carpooling. What would happen if a solo driver wants to buy his/her way into a HOT lane system that supports free non-transponder carpooling, follows the rules of mounting a FasTrak transponder on the windshield, but unknowingly has a defective transponder that won't get read by the overhead toll antennas?

That's a great question, and on the surface it might appear to be a red flag toward supporting free non-transponder carpooling in the toll lane network. In HOT lane corridors that mandate transponders for carpoolers like the 91 Express Lanes and LA's Metro ExpressLanes, photo enforcement systems ensure that tolls are collected for any vehicles that pass through with a defective FasTrak. Cameras take the picture of the license plate of any vehicle that does not have a transponder. If the license plate happened to belong to a preregistered vehicle, the toll amount is automatically deducted from the patron's account; otherwise, the vehicle owner will get a toll payment violation notice in the mail.

Addressing the issue of defective FasTrak transponders in HOT Lanes

For HOT lane systems that support free non-transponder carpooling like San Diego County and Bay Area corridors, if the toll antennas don't detect a working FasTrak, the system assumes that the vehicle is a free carpool. So, that leaves an issue of solo drivers who follow the rules of the road but are not paying the toll.

There are three ways address this, each using intelligence driven enforcement methods. First, prevention measures would include the regular rotation of FasTrak transponders and proper maintenance of the toll antennas.

Secondly, the overhead toll antennas combined with other traffic cameras along the corridor could be set up in a way to visually detect defective transponders. If one is found, the license plate number would be photographed and agency staff would review the case in confidence. If necessary, the account holder would be asked to exchange the FasTrak transponders for no additional charge.

Lastly, the CHP would visually check for the presence of a transponder for non-carpoolers combined with using remote mobile transponder readers to check for its functionality and account status. If a FasTrak is properly mounted, but not functional, the officer would pull the motorist over and validate the FasTrak account using the transponder's ID number. If a valid toll account from any FasTrak agency is found, the account is simply billed by the officer, data collected from traffic cameras would determine the toll amount, and the account holder would be asked to replace the defective tag. The driver is then free to go. If the FasTrak is not linked to any valid account, the driver is issued a carpool violation ticket. Any counterfeit, altered or fake transponders would also be confiscated and used as evidence toward the carpool violation ticket. Those are ways to solve this problem without having to mandate transponder accounts for toll free carpools.

Separating the toll traffic from carpools near the toll antennas

The I-25 HOT lane system in Denver which supports free non-transponder carpooling separates the toll traffic from free carpoolers at the overhead toll antennas. Toll paying solo drivers who drive in the tolled lane and pass through without a working EXpressToll transponder will have their license plate photographed with a bill sent in the mail. The separated HOV lane is a dedicated carpool lane; solo drivers caught in the lane will have a chat with law enforcement.

This method of enforcement works with Denver and could also work with the Inland Empire's HOT lane system. The challenge is predicting and keeping track of the number carpools and toll paying traffic to determine if additional lanes need to built to prevent bottlenecking and control lane weaving.

Are Atlanta's Interstate 85 Toll Lanes really Lexus Lanes?

A new report has given a high occupancy toll lane system in Atlanta a possible "Lexus Lane" label, a term used to show that highway toll lanes are just for the wealthy. Here in Southern California, numerous public agencies have conducted studies on HOT lanes and their results seriously question this notion. So does Atlanta really have Lexus Lanes? Here's an analysis.

Analysis of the study A Highway for All?

The Southern Environmental Law Center (SELC), an Atlanta-based regional nonprofit organization engaged in environmental advocacy, including promoting more sustainable transportation policies, compiled the report A Highway for All? It suggests that the I-85 Express Lanes primarily caters to wealthy drivers and thus contributes toward income inequality. The high occupancy toll lane system mandates a Peach Pass transponder for all vehicles and has a carpool requirement of 3 or more for free travel. It spans 16 miles on the northern end of Atlanta from Old Peachtree Road to Chamblee Tucker Road.

The report starts off describing the presence of other HOT lane systems throughout the country, the state's plans to expand the toll lane network to other Atlanta freeways, and then it jumps into the debate regarding income demographics:

Three general approaches have been used to assess the equity impacts of managed lanes. The first and most common approach uses driver opinion and willingness-to-pay surveys to discern whether low-income drivers have different opinions of managed lanes than higher-income drivers. The second approach examines whether low-income drivers enroll in the managed lane tolling program or obtain toll transponders at differing rates than higher-income drivers. The third and least common approach examines actual data to determine whether managed lane use changes with income level. As a whole, these studies find that drivers of all income groups share similar opinions of the lanes, enroll in the tolling programs at comparable rates, and on occasion use the lanes. However, the studies of actual use data find that low-income drivers use managed lanes less frequently than their higher-income counterparts.

San Diego County I-15 Express Lanes with
free non-transponder 2+ carpooling

And that last point is true. Most agencies concur that many toll-paying HOT lane patrons don't use the lanes every day, but at times when they need a fast travel option. For instance, we at A Better Inland Empire have a standard FasTrak transponder and use the high occupancy toll lane systems along both the SR-91 into Orange County and the I-15 in San Diego County when traveling to/from those areas, but certainly not on a daily basis. Many of our trips are also toll free carpool trips. We'll get to that in a moment. Regarding the surveys, we'll have to search for and take a look at the specific questions asked and where the surveys were sent out before making a judgement. The fact also remains that there are significant groups of people who are willing to buy their way into a carpool lane to bypass traffic.

Not surprisingly, Georgia state officials disagree with A Highway for All? The State Road and Tollway Authority told WSB-TV News, "With respect to the top ZIP codes, the report shows that the people most likely to use the lanes are those who live near the top end of the corridor. When you compare the top five median income ZIP codes map to the top five highest-use ZIP codes map, only two of the ZIP codes overlap." That's true. According to the report, here are the top five Atlanta ZIP codes that use the toll lanes: 30019, 30024, 30043, 30519, and 30548. Those areas anchor the northern endpoint area of the toll lanes. Factor in households making more than $80,000 per year and that leaves 30019 and 30024. By the way, that's household income, not individuals. The possibility of multiple workers living under a single roof has not been ruled out. Then, we have the carpool factor.

Carpools with Peach Pass toll transponder travel free

We'll keep this short. Carpools 3 or more with a Peach Pass transponder can travel in the I-85 Express Lanes free. Do we have any specific information on what percentages of the top five ZIP codes are toll free carpoolers? That remains unanswered. To be fair, when an agency mandates a toll transponder for free carpoolers, the free carpool-to-toll ratio generally leans more toward more toll-paying traffic as the extra capacity left behind by displaced non-registered carpoolers is sold to toll paying traffic.

Some points that A Highway for All and we recommend to officials...

The report does make two valid recommendations of fixing this toll lane system. Let's take a look.

Maximize Carpool Access: Before they were converted into HOT lanes, the managed lanes on I-85 were operated as carpool lanes. As part of this conversion, the occupancy requirement for high-occupancy vehicles was raised from two-persons to three. This change deters the formation of carpools and makes it more difficult for lower-income drivers to utilize the lanes via the untolled carpool option. Future toll lane proposals in the metro Atlanta region contemplate eliminating the high-occupancy option altogether. Allowing two-person carpools to utilize the region’s managed lanes is sound policy both from an equity and a transportation performance perspective.

Concept: 91 Express Lanes with free
non-transponder 3+ carpooling

While the 2+ occupancy requirement could be questioned if local carpool lanes are congested, adopting free non-transponder 3+ carpooling during peak congestion and 2+ carpooling at other times would be sound and fair policy as The Transit Coalition has been advocating.

We do understand that changing a congested carpool lane's occupancy requirement from 2 to 3 will be somewhat chaotic as 2-person carpools would be displaced, but implementing a strong marketing campaign to form 3+ carpools, vanpools, and upgrading express transit services prior to implementation would offset much of that. Such a campaign to form 3+ carpools would have to include abolishing the mandate to register for a toll transponder.

While we're on that topic, proposals of placing mandatory tolls and transponder mandates on carpoolers is irresponsible; that will drive HOV's out of the express lanes and lure more toll-paying non-HOV's into the lanes. In addition, long term planning should include doubling the HOT lane capacity with two express lanes in each direction which could make free non-transponder 2+ carpooling a feasible option with strict land use controls to combat urban sprawl in the outer regions and direct access ramps to adjacent park & ride lots and transit stations for HOV's. Speaking of that...

Use Toll Revenue to Fund Parallel Transit Service: Transit vehicles use managed lanes free of charge, and managed lane supporters argue that low-income commuters can benefit from these projects by using transit. However, this argument assumes the existence and sufficiency of transit service in the managed lane corridor. Using a portion of toll revenues from the managed lanes to fund transit service in the corridor ensures that this untolled option exists. A number of states have adopted laws requiring toll lane revenues to be flexed to support parallel transit service as mitigation strategy, and Georgia should do the same.

While the income argument is certainly debatable, having bus infrastructure and all day express transit services in place is certainly a desirable option. Do you ever wonder why we advocate for bus transit infrastructure on proposed high occupancy toll lanes with services from early morning to late night?

Lexus Lanes?

Is the I-85 Express Lanes, let alone HOT lanes in general A Highway for All? Based on the facts, the I-85 Lexus Lanes are not just for the rich. However if agencies in Atlanta together with LA Metro, OCTA and RCTC want to move more people in its express lanes than cars, the mandatory tolls for HOV's and the transponder mandate needs to be dropped. We want toll lanes done right.

Another reason why Toll Lane Congestion Pricing should be real-time

A surprising study conducted by Michael Janson and David Levinson of the University of Minnesota shows that their state's high occupancy toll lane system attracts more vehicles and free carpoolers whenever tolls are set higher, and that's not factoring in added traffic congestion.

The study includes two years of MnPass Express toll lane data along two freeways. A series of unannounced toll manipulations for non-carpoolers--certainly a questionable motive--was done to collect data and responses from motorists. The MnPass Express Lanes is a toll lane facility that supports free non-transponder 2+ carpooling--a notion we support and advocate; so the the new findings here will be significant for the campaign We want Toll Lanes done right.

Informed individuals know that Economics 101 teaches the basic logic of supply and demand. One would think that if the toll goes up without demand, the number of toll-paying motorists would go down. So without factoring in added traffic congestion, why would increasing the toll for non-carpools cause more motorists to flock into the high occupancy lane?

According to the researchers, if motorists spot high tolls, they will think that the general purpose lanes will be congested ahead, thus will be inclined to take the high occupancy lane. This shows there's a significant group of solo motorists who are willing to tax themselves into a carpool lane. However, without congestion--as lower tolls show, there is little incentive to use the lane as a toll-paying patron.

Have the researchers uncovered a potential toll lane money making scheme here? We don't have enough evidence to make that judgement just yet, but we'll keep a close watch on a possibility as tolls along the 91 Express Lanes and LA's Metro ExpressLanes are often on the high side even when the general purpose lanes are free flowing.

Want an example? Let's check out the 91 Express Lanes on Christmas Eve. Take a look at the picture to the right. On December 24, 2012 at 2:30 PM, the westbound toll for non 3+ carpools was $2.10. The main freeway lanes were nearly at a free-flowing state between Corona and Orange County as shown in the image--unusual for the 91 during a holiday. Motorists had a high level of comfort passing through into Orange County at that time in the regular lanes. The Level-of-Service was right in between an A and B for the freeway. The toll lanes were in a free-flowing state. If tolls for the 91 Express Lanes were based on real-time traffic congestion, the toll for non-carpoolers should have been under $1 based on what other HOT lane systems charge for a 10 mile trip. A $2.10 toll may entice drivers that the freeway has at least some sort of slowing. The two non-HOV 3+ cars pictured above driving under the toll antennas should not have been in a position to buy their way out of non-existent traffic congestion all due to inflated tolls.

As previously mentioned, high occupancy toll lanes should not be about generating revenue. They should be about moving people. The fact of the matter is that there are non-carpoolers who would be willing to pay a price to access a high occupancy express lane to bypass congestion; however, such a motive absolutely should not be exploited by having high tolls during free-flow conditions. This is a clear example of why congestion pricing tolls should be based on real-time traffic congestion and not on a fixed schedule. Artificially manipulating tolls should also be banned and rates should be based on marketplace demands. While its true that having a fixed toll schedule provides predictable rates, posted tolls that do not reflect real-time traffic demands distorts the corridor's traffic flow by luring more toll-paying cars into the high occupancy lane than necessary and vise versa. Many real-time HOT lane systems have a $.25-$.50 minimum during free-flow conditions and $8-$10 maximum during rush hours for non-carpoolers. Motorists should not be "fooled" into thinking a highway is congested when it really isn't by artificially raising the posted toll beyond the market rate.

Getting around the excuse-making with the 91 Express Lanes extension

Getting the 91 freeway corridor moving between the Inland Empire and Orange County has been a challenge for the last two decades. The Riverside County Transportation Commission is set to break ground next year on upgrading the corridor through Corona by expanding express bus services, adding a general purpose lane, and extending the 91 Express Lanes through Corona. RCTC illustrates the layout of the proposals which we believe don't go far enough despite the fact that Riverside County taxpayers are going into massive debt to pay for such upgrades combined with Californians paying some of the highest taxes in the nation. The Transit Coalition's future vision of the congested corridor is very similar, but mimics the existing I-15 Express Lane facility in San Diego county with the exception that the center median will be fixed--not movable--and that the occupancy requirement for carpool is 3+ instead of 2+.

The vision includes additional intermediate access points and direct access ramps to adjacent transit centers and park & ride lots which would provide express bus transit infrastructure and speed up travel times for existing and future bus routes and private carpools. The vision also includes expanded Metrolink and potential reinstated high speed intercity passenger rail service provided by BNSF or another operator.

The Coalition's 91 Future Vision appears to conflict with analyses conducted by RCTC and the Orange County Transportation Authority in regards to opposing mandatory tolls for 3+ carpools during the PM rush hour and supporting intermediate access points. According to the agencies, if the corridor supported free non-transponder 3+ carpooling 24/7 and had additional intermediate access points, traffic congestion in the HOT lanes would result, thus defeating the purpose of the HOT lanes. That notion is questionable. Time for some straight talk on these points to weed out the excuses from the facts:

Free 3+ Carpooling vs. 50% tolls during the afternoon rush hour:

In May, 2003, shortly after OCTA acquired the 91 Express Lanes for $207 million, the agency allowed 3+ high occupancy vehicles with a FasTrak transponder to travel free in the HOT lanes except during the PM rush hour where tolls are 50%. The 4-6PM eastbound toll was included because traffic studies at that time show the lanes operating at or near capacity. OCTA officials therefore concluded that the additional traffic generated by free 3+ carpooling would have congested the lanes.

To be fair to OCTA, high occupancy toll lanes were in their adolecent years back in 2003. The agency simply did not have the data that The Transit Coalition now has in regards to alternative solutions to prevent peak-hour congestion in the HOT lanes. We cannot fault OCTA on this; however there is enough data now to support the change. As mentioned before, the 91 corridor has such a high demand for carpooling that the occupancy requirement for carpool should be maintained at 3+ for now; it could be lowered to 2+ during off-peak hours once future infrastructure and additional lanes are built out.

Opening the 91 Express Lanes to additional 3+ carpoolers will bring these additional HOV's into the Express Lanes, no question. To prevent congestion, some of the toll-paying non-carpoolers will need to use the general purpose lanes. As other HOT facilities have shown throughout the nation, that can be acheived two ways:

• Designate the HOT lanes for toll-free travel for 3+ carpools while raising the tolls on other traffic further as traffic volume along the corridor increases. This will keep the toll revenue neutral while providing a greater disincentive to driving alone.  
• 3+ Carpools only - Should the HOT express lanes reach capacity, dynamic regulatory signs would permit only high occupancy vehicles to enter the facilities until capacity opens up for toll-paying traffic. FasTrak traffic already in the lanes would be permitted to complete their trips.

Of course, adopting free non-transponder 3+ carpooling for the 91 Express Lanes will significantly reduce agency toll revenue since more free carpoolers are traveling than toll-paying traffic, but as mentioned before, under no circumstances should high occupancy toll lanes be used as cash fountains. Ongoing displacement of state transportation tax money needs to stop, those resources need to be returned to our local agencies to fund transportation infrastructure, and such resources need to pay down the debt for the 91 Express Lanes and the extension into Riverside County. Once that happens, our local agencies will have no excuse to toll carpoolers in the high occupancy lane.

Intermediate Access Points/Direct Access Ramps:

Upon completion on the extension, 91 Express Lanes access points will be provided at these locations:

• Western Terminal: SR-55 and SR-91 Interchange
• Intermediate: On the 91, west of the Green River Road Interchange for drivers heading in either direction
• Eastern Terminal: I-15 and SR-91 with a direct access ramp with the I-15 to/from the south.

RCTC analyzed additional intermediate access points in Corona through an engineering study and did not adopt the proposed entry/exit points. The design variation 2 plans of a direct access ramp at Smith Avenue in Corona are also not part of the project. Traffic weaving and congestion were cited as concerns. As mentioned before, there is a solution around this which was not taken into consideration: Whenever the express lanes are too congested for additional traffic at the intermediate points or direct access ramps, signs would only permit 3+ HOV traffic to enter or tolls would simply be higher for non-HOV's. This has been demonstrated before elsewhere and the public cannot accept this as an excuse to not link the Corona Transit Center with the 91 Express Lanes.

Moving more people in the 91 Express Lanes:

We must make this point clear once more: High occupancy toll lanes need to be designed in ways to move more people, not cars. The potential consequences of mandating 3+ carpoolers to pre-register for a FasTrak and pay rush hour tolls have been the subject of much debate. These consequences include:

• Many carpoolers reverting back to SOVs or sitting in traffic in the general purpose lanes as demonstrated in LA and Atlanta.
• New solo vehicles being attracted to the corridor as a result of the additional capacity.
• All general purpose lanes, including any newly added ones, becoming congested while eliminating a free-flowing alternative to those who choose to carpool with 3 or more but do not have a toll transponder.

This is why the state needs to get its act together and stop mispending our transportation dollars. This is why high occupancy toll lanes need free non-transponder carpooling. It's time for both the public and our local agencies to stop the excuse-making and hold the state accountable for funding our infrastructure projects which includes a robust SR-91 transit corridor.

Citizens' jump start on feasibility studies

You may have heard the phrase "You can't ride a study" before. However, whenever a public agency pours money into conducting such research, the results often provide critical planning data for The Transit Coalition and the public. We look at such research, ensure any political spin is out, and use this information toward our positions. More often than not, these research-and-development projects come with a high price tag which can creep into the six figure mark.

As transit studies are vital to us, public entities and regulators need to realize that highly useful fact-based transportation data is already available to support such government transportation research. They just need to spend some time to certify existing published facts and common knowledge for contractors tasked to do studies. Reducing redundancy can save taxpayers thousands of dollars per study as the focus would be spotting and addressing red flags on the original ideas. 

Las Vegas Intercity Corridor - Transit Station "Feasbility Study"

Let's suppose an agency needs to research possible intercity transit stops in and out of Las Vegas. Here's a clever piece of data that's out there in cyberspace: A combination of recent time lapse videos showing a transcontinential drive from LAX to Orlando through Las Vegas.

Yes, you heard that right. Courtesy of a YouTube user, we have a cross country time lapse of video imagery of from cost to coast, through Las Vegas, available to watch:

• LAX-Las Vegas Segment
• Las Vegas-Orlando Segment

 A video-savvy researcher can take a look at the video and adjust its playback speed to match real time travel speeds. There it is. Some useful ideas of where to place station stops and rest areas would be available on the spot. The actual government study can then focus on the specifics and finding issues.

As mentioned before, government agencies should review the massive library of current and recent data that is out there to be researched and used for intelligence-driven studies. Agencies should have the power to be able to certify relevant facts and current common knowledge for transportation planning so it doesn't have to be researched a second time all in the name of legal fine print. Even a few hours worth of research at hand can improve research productivity and save big bucks in taxpayer money on studies.

"Feasibility Study" for dual high occupancy carpool/toll lanes on I-15

Want another example? Let's look at the possibility of extending San Diego County's robust and award-winning I-15 Express Lane facility all the way to Victorville. San Diego County is exploring the Escondido-Temecula segment, Riverside County has looked at the segment between Lake Elsinore to Ontario, and San Bernardino County has been studying Ontario-Victorville link since 2008. With the obvious fact of Temecula's big plans to redevelop its western side of the of the city, why not close the Temecula-Lake Elsinore gap? Here's another time lapse of the I-15 between San Diego and Vegas. Could you draw any suggestions of where the direct access ramps to existing transit stations should go? How about the intermediate access points?

Having a set of two high occupancy express lanes in each direction where 2+ or 3+ carpools can travel for free without a transponder and solo drivers have the option to buy their way into the carpool lane works. Link the lanes with direct access ramps for seamless connections to transit centers and park & ride lots. Offer a fast and friendly rapid express bus network with timed connections with the local routes to get up and down the corridor quickly. There's plenty of data out there to build up an impartial case that would support such an expansion. Conducting a real feasibility study for such a robust facility would involve checking for red flags on the initial ideas conceived and providing fact-based solutions to those problems.

Inland Empire transit and California government waste

The Transit Coalition's future vision of mass transit in the Inland Empire is not an unaffordable dream. It could be a welcoming reality if officials from the local, state, and federal level work together to control unnecessary government waste. The fact of the matter is that state officials up in Sacramento must take the responsibility of getting California's transportation infrastructure to a stable and robust level. We've seen a lot of talk, and to be fair, progress has been made at the local level. However, it is without question that in order for us to have a robust transit system all throughout the Inland Empire and Southern California, state government programs must be streamlined and reformed.

Other states have done it:
As mentioned earlier this week, The Transit Coalition checked out the transportation infrastructure in the Salt Lake City metropolitan area and other regions in the western United States. While taxes are lower in these states, their transit systems are blossoming. By the end of the decade, there will be several options to get around the Salt Lake region between Provo and Ogden.

Go to Laughlin and check out the Needles Highway corridor linking the city with the I-40 freeway. Why is the highway segment through Nevada in far better shape than the California segment? How about the inspection stations travelers pass through as they cross state borders. The Yermo inspection station near Barstow is long overdue to be renovated. In contrast, Utah's freeway port of entry stations utilize modern facilities. Meanwhile, Southern California continues to be mired in some of the worst traffic congestion in the country while residents pay some of the highest taxes.

Tolling our way out of traffic:
There are a number of proposed toll lane projects all throughout Southern California which will serve as money fountains to fund local transportation projects because state money is being displaced elsewhere. The Riverside County Transportation Commission states this:

Some drivers question why tolls are needed, in light of gasoline taxes and retail sales taxes that are charged. In the past, gas taxes were enough to fund transportation improvements. Over time, though, the power of gasoline taxes has eroded. Since 1993, gas taxes have remained the same, with neither federal or state taxes tied to inflation.  In addition, with more fuel efficient vehicles on the road, drivers are paying less and less in gas taxes.

http://www.sr91project.info/tolled-express-lanes
http://www.i15project.info/tolling.php

The problem with that statement as California state officials well know is that other states like Utah and Nevada have the resources to expand their transit and highway networks in relation to the population demand. They too have more fuel efficient cars and their fuel taxes are even lower than California's. This is what happens when taxpayer money is not mispent or wasted. As mentioned, congestion pricing in the high occupancy lanes does work, but tolls are no substitute for state transportation tax funding. California's ongoing failure to deal with its transportation network at a statewide level is a disgrace. That can be called NIMBY obstructionism.

It's true that we have an expensive high speed rail project breaking ground in the Central Valley, but the statewide rail network will be just one piece of the pie.

Getting Southern California Moving...
Fair-minded individuals and many at the local level know that there are numerous ways to solve this problem, but our state lacks the courage to stand up for it. Here are some statewide fiscal controversies that need to put into perspective and up for debate and action:

• Wages: Set public employee wages and benefits to match the salaries and retirement programs offered in the marketplace. Whose going to stand up against the special interests? This is no longer a labor rights issue; we simply cannot afford a continued "Gold Rush" of overpaid positions. Officials need to check out what's going on in the other states and the private sector to stop the waste.
• Consolidate duplicate agencies. At the local level, Riverside County has the Riverside County Transportation Commission and the Riverside County Transportation Department. Let's debate a potential consolidation. At the state level, why are there multiple separate tax collection agencies? To name a few: The state Board of Equalization, the Franchise Tax Board, and the Employment Development Department.
• Business-friendly policies: Get businesses to come back and invest in the Golden State to build up the marketplace economy without jeopardizing the environment or disrupting neighborhoods through urban sprawl.  
• School funding spending: Police the funds going to California schools to ensure that the funding actually reaches the classroom, not a special interest. California taxpayers spend much more per pupil, but just like our transportation system, quality is worse than in several other states.
• Stopping fraud: Set a zero-tolerance law on fraud with state programs, especially worker's comp. Impose a mandatory floor on prison time for defrauding the state and any of its programs. If the state wants to stop theft of its money, that will stop it.
• Prisons and jails: Speaking of prisons, give the special interests a "get out of jail free" card and get them out of the system. Reducing expenses by matching salaries to those offered in the marketplace, privatizing facilities and camps would help address California's jailhouse problems and cut waste. Mobile convicts in jail also should be active in some form of non-punitive prison labor so that taxpayers are not giving them free housing and meals.

If public officials want funding, there it is. That's a prime way we can afford to build out our transit infrastructure and rid Southern California of chronic traffic congestion. Debating and adopting these ideas will do it. However, the state as it is now has little will to man up to this situation. Pandering to the special interests seems to be an easier way to do the job.

In the mean time, Southern California is mired in a substandard transportation system. It's long past due to reverse this trend.

A decline in carpooling on Los Angeles toll lanes

The Transit Coalition would like to reiterate its position on high occupancy toll lanes: We generally support congestion pricing, but toll lanes need free non-transponder carpooling. What is happening in Los Angeles clearly shows why.

With that, the Metro ExpressLanes pilot project in Los Angeles released its second performance report earlier this week. Both Metro and Caltrans stress that such data is still preliminary and subject to change. There is some truth to that; carpoolers are still adapting to the fact they must pre-register for a FasTrak transponder--more specifically LA's switchable FasTrak--to travel for free in the high occupancy lanes. However, this ill-advised usage policy is why LA's system has received so much negative feedback in contrast to other HOT lanes throughout the country which support free non-transponder carpooling.

Here are some facts according to the report:

The I-110 Freeway:
In the former 2+ dual carpool lanes, an average of 54,000 high occupancy vehicles used the high occupancy lanes per day. In April, an average of 57,256 cars use the I-110 toll lanes. Even though there's a growth in the number of vehicles, the real question is how many of the 54,000 HOV's that the former carpool lanes carried are still using the high occupancy lanes? Take a look at this discouraging stat: Of the 57,256 cars using the I-110 toll lanes, 59% are toll-free HOV's and 41% are toll-paying solo drivers. Do the math and we have 33,781 toll-free HOV's. That could mean a displacement of well over 20,000 high occupancy vehicles per day and portions of that traffic may have stopped ridesharing altogether and gone back to driving alone since the incentives to carpool were declined due to the transponder mandate. That's why traffic congestion has worsened in the general purpose lanes. That's why LA is seeing more cars on the I-110 freeway.

The I-10 Freeway Stats:
Things aren't much better for the I-10. An average of about 28,000 HOV's used the former carpool lane (3+ peak/2+ off-peak). An average of 24,613 cars used the toll lanes last spring (57% HOV's, 43% toll). That adds up to 14,030 HOV's in the ExpressLanes, almost a 50% displacement ratio from before.

On the plus side:
To be fair, the number of actual people (not cars) moving through lanes may still be up, but that could also be attributed to a recovering economy. Public transit usage on the toll lanes has blossomed. Metro-sponsored vanpool programs are up. Income stats show that these "Lexus Lanes" are not just for the rich. If LA continues to work on revitalizing South LA and combatting gang and drug crimes, it may be finally safe for I-110 commuters to set up more park and ride arrangements south of Downtown. It's still too early--and difficult for that matter--to determine how many people are moving through the high occupancy toll lanes.

However, if Metro wants to move even more people through their express lanes than cars, the agency needs to get the 34,000+ displaced HOV's back into the high occupancy lanes by dropping the FasTrak mandate for private carpools. The central concept of the high occupancy lane is to move more people—rather than more cars—and to offer a practical alternative to adding more general-purpose lanes. During peak hours, high occupancy lanes can carry the majority of the people carried on the entire freeway. That's a notion that is in no way too preliminary to adopt.

Exploring Express Bypass Lanes

All throughout the Western United States, The Transit Coalition took note of how local agencies are dealing with transportation issues. Many agencies have explored free express lanes or more simply--bypass lanes. Unlike carpool and high occupancy toll lanes, bypass lanes are open for free for any motorist. Express traffic can get on and go. In some jurisdictions, the law even permits truck traffic.

Like many express carpool and toll lane corridors, bypass lanes are express lanes which bypasses local exits in a developed area to let through traffic seamlessly travel through the corridor--at least that is the intent of such lanes. Here are some examples:

I-15 Bypass Lane - Ontario:
Caltrans is currently replacing the slab and upgrading bridges along the I-15 corridor between Ontario and Devore. Construction crews built a temporary construction bypass lane in the northbound direction earlier this year to get around much of the construction activity.  Crews later switched the direction of the bypass lane for southbound motorists. Any traffic except for trucks or other vehicles restricted to the right two lanes may use it. The bypass lane will only be there for the duration of construction; SANBAG is currently studying the feasibility of high occupancy toll lanes through this area all the way up toward Victorville.

Las Vegas Strip I-15 Express Bypass Lanes:
The I-15 express lanes through Las Vegas are free express lanes which allow traffic to seamlessly bypass the exits adjacent to the Las Vegas Strip. Truck traffic may also utilize it. Think of it as a four lane rural desert freeway within an urban highway. The Coalition will continue to watch this facility as growth continues along the south side of the Las Vegas region; commuters headed to Downtown Las Vegas from the south and tourists patronizing the resorts outside of the Strip may soon fill the express lanes up during rush hours and weekends. If local officials are in a position to have to convert the bypass lanes into a high occupancy facility in the future, there will be controversy.

OCTA's 2010 Ill-advised Arterial Interchange Proposal:
Back in Orange County, one idea from a 2010 OCTA meeting that needs to be highlighted was the grade separation of local streets, also known as arterial interchanges. Major intersections would be elevated in order to minimize the need for drivers to stop at stoplights, possibly looking something like the concept design pictured above. Without transit infrastructure, the proposal had a terrible effect for cyclists, bus riders who need to transfer and pedestrians. Here is a clue: The Harbor Transitway.

Utah Timpanogos Highway Commuter Lanes:
Between Salt Lake City and Provo, Utah State Highway 92--Timpanogos Highway--houses commuter bypass lanes which connects I-15 to a Salt Lake City suburb several miles from the freeway. The lanes allows commuters and mountain tourists to bypass several traffic signals on the mainline. An adjacent dedicated multi-use pathway caters to bicycle and pedestrian traffic and offers friendly connections to the local streets. The suburbs in the area are built out and land use control in the mountains is protected. Overall, this project wasn't bad.

I-15 Express Lanes - Utah County:
Okay, the I-15 Express Lanes through Salt Lake City is a high occupancy toll lane facility, but since we're in Salt Lake, how is the facility faring since LA's system is mired in so many problems? Things aren't so bad in the Beehive State. Like San Diego's HOT lane system, Utah's toll lane facility allow for free carpools or a switchable FasTrak-like toll transponder called the Express Pass. Carpoolers and other 2+ HOV's do not need to preregister or get a transponder beforehand to use the lanes. They can get on for free and go! Tolls for non HOV's range from $.25 to $1 per zone; each zone spans the length of a local exit. Local highway patrol units use intelligence-driven enforcement tools to combat carpool/toll payment cheating. The region also has a fast expanding passenger rail and BRT network and plans are underway to develop a direct access ramp linking the HOT lanes with a local multi-modal transit center. These are amenities we would like to see in the Inland Empire.

Back to bypass lanes. There also several dedicated bypass roads throughout the country and many of them work. It certainly takes strong land use controls to prevent urban sprawl along these lanes and roads. Unchecked growth along these routes would basically turn these bypass lanes into ordinary suburban roads they were intended to avoid. Agencies must also follow Utah's example of including transit-friendly pathways for people traveling without a car. The Transit Coalition will continue to watch the progress of such highway expansion proposals.