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.

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.

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.

High Occupancy Toll Lanes: Productive utilization means moving more people, not cars

There have been many news reports that high occupancy toll lanes throughout the country, namely the  I-495 Express Lanes in Washington DC and Metro ExpressLanes in Los Angeles have been "underutilized" due to vehicle and revenue shortfalls.

Most, if not all, toll lane corridors carry the most vehicles during peak congestion hours. They are often wide open at other times. Without congestion, toll-paying non high occupancy motorists generally have little incentive to use the toll lanes. However, HOT lanes should not be written off just because they don't carry many cars; here's why. Most HOT lane corridors in the nation allow 2+ or 3+ HOV's toll free travel, many of which allow for free non-transponder carpooling. The question is: How many people are moving through the corridor versus vehicles in comparision to the general purpose lanes?

Take a close look at the conceptual graphic to right showing a free flowing I-15 freeway in between the I-10 and SR-60 interchange. The general purpose lanes are carrying at least a dozen vehicles. The conceptual HOT lanes are carrying only 3. Suppose the 12 cars in the regular lanes carried an average of 1.5 passengers. That would mean 18 people traveling. In contrast, the illustrated Megabus in the toll lanes is carrying 50 passengers, the airport shuttle is hauling a family of four, and a single CHP motorcycle officer conducts enforcement. In this example, the HOT lanes are not generating any revenue; however the lanes are moving 55 people in contrast to 18 in the general purpose lanes. If the corridor can move more people per hour with the HOT lanes, under no means are the high occupancy lanes underutilized even though fewer cars are using it.

Public agencies from both the local and state level must understand that proposed high occupancy toll lanes in the Inland Empire should not be public money fountains. HOT lanes should be designed to move more people, not cars. Any revenue collected from non-HOV's should be used to pay for corridor operations which includes mass transit and basic capital improvements. However, the state must also be held accountable for its actions and ensure state transportation and gas tax funding is also making it to the transportation corridor as it should. Under no circumstances should county entities like RCTC be bound to massive debt obligations for highway capacity improvements which should otherwise by state-funded.

More Toll Lane Madness in Los Angeles

Are taxpayers paying for government officials to drive alone in LA high occupancy toll lanes?
 

CBS2 News conducted an exclusive investigation where government vehicles along with some elected officials are using the Metro ExpressLanes without a FasTrak transponder. CBS2 investigative reporter David Goldstein uncovered nearly 4,000 FasTrak violations along the I-10 and I-110 high occupancy toll lanes by government officials. If these vehicle trips were non-HOV's, Metro is rightly owed the nearly $50,000 in outstanding tolls and fines. Talk about potential toll payment and carpool cheating on a massive scale by public officials. These violations exclude responding emergency vehicles, public transit buses, and on-duty Caltrans vehicles; such traffic is rightly exempted.

After Goldstein questioned the public agencies involvled, the entities such as LAX and the City of Los Angeles began to pay up. The question remains: Were the outstanding amounts paid for by the assigned operator of the vehicles or by taxpayers? If the latter, the public official behind the wheel basically got a free ride. To be fair, CBS2 reported that Councilman Tom LaBonge, whose vehicle was caught without a transponder, paid his share from a personal check. However, because CBS2 broke this story, measures must be put into place to prevent potential abuse of the Metro ExpressLanes by government officials. With the exception of law enforcement, first responders and Caltrans trucks, taxpayers should not be paying for government officials to drive alone in the high occupancy express lanes.

Controlling Cheating with Intelligence-Driven Toll Lane Enforcement

This event also clearly shows why the Metro ExpressLanes, the 91 Express Lanes and other high occupancy toll lanes throughout Southern California need free non-transponder carpooling. Under an intelligence-driven enforcement system, if the CHP catches a government employee or elected official driving alone without an active transponder mounted at all times in the HOT lanes, the CHP would issue the driver, not taxpayers, a heavy carpool violation ticket. Once again, both LA County and the state government need to consider increasing the carpool violation base fine to $500 and make it a one-point moving violation to fund increased intelligence-driven enforcement along the highways. That would control suspected toll cheating in the Metro ExpressLanes.

Can the 91 Express Lanes support 2+ carpooling instead of 3+?

The short answer is: Not quite.



Transit Coalition Community Engagement Director Nicholas Ventrone has continued to solicit public opinion and feedback regarding the campaign We Want Toll Lanes Done Right, which advocates for free non-transponder carpooling on Southland high occupancy toll lanes. Many support the Coalition's position. Carpoolers especially like it. Non-HOV's who are willing to buy their way out of traffic and frequently use the 91 Express Lanes also support maintaining FasTrak as an option. Therefore, HOT lanes which support free non-transponder carpooling continue to gain steam.

However there were some commuters who questioned the 3+ occupancy requirement for carpools using the 91 Express Lanes instead of a typical 2+ HOV. Currently, the 91 Express Lanes defines 3 persons as a carpool, and all vehicles using the 91 HOT lanes must have a FasTrak transponder. The Coalition aims to abolish the FasTrak mandate and all tolls for carpoolers to encourage 3+ carpooling. Pictures such as this one show concepts of the Express Lanes with a 3+ HOV or FasTrak usage policy.

So the question is: Can the 91 support dual high occupancy toll lanes in each direction with a 2+ occupancy requirement instead of three. Short answer is: Not quite. With all politics and bureaucratic red tape set aside, here are the facts:

• Much like Interstate 10 east of Los Angeles, the 91 corridor through Anaheim Hills has more carpool demand than a single 2+ HOV lane can supply at most times during the day. The HOV lane through Corona is consistently congested in both directions.
• What about 2 sets of HOV 2+ or FasTrak lanes? Currently, where the eastbound 91 Express Lanes becomes a single 2+ HOV lane near Highway 71, there is a mile long buffer with two lanes dedicated to 2+ HOV's or FasTrak traffic (set of 2 carpool lanes, FasTrak ok). These lanes are consistently high in volume, but to be fair, they sustain acceptable speeds most of the time.
• The 91 experiences surges in traffic congestion during the weekends and holidays. Most through-travelers are 2+ HOV's.
• Other corridors like the I-10 east of LA and the Oakland Bay Bridge which have such high demands for 2+ carpools without the infrastructure to support it also have the increased occupancy requirement for carpool as 3+.
• With an overwhelmingly high HOV market demand in the area shown by the congested carpool lanes and filled park & ride lots, the focus may already be incentives to convert 2-person HOV's into 3+ HOV's.

To be fair, the 3+ occupancy requirement on the 91 could be lowered to 2+ during off-peak hours once future infrastructure and additional lanes are built, but it is far too early to support such a change. Therefore, the 91 through Anaheim Hills between the 55 and I-15 Freeways would fare better with 3+ HOV's for its HOT lanes until additional data can be collected from the new infrastructure.

Speaking of HOV 2+ lanes, Caltrans has also concluded that much of Orange County's carpool lanes are congested during peak congestion times, which could signal the need to increase the carpool occupancy requirement to three during peak hours to get the lanes moving again. Also up for discussion are converting the HOV 2+ lanes into HOT 3+ lanes. If the latter, officials must not impose a mandatory transponder requirement for usage; otherwise the county risks seeing a decline in HOV usage.

Keeping the Carpool Incentives

(3/5/13) – IE Transit Talking Points Short

USA Today interviewed Jim Bak of INRIX, a traffic congestion tracking firm based in Washington. Bak stated, “Drivers (in the Inland Empire) have a lot of incentive to carpool.” He is correct, to an extent. With the 91 Freeway ranked the 10th worst freeway in the country, demands to rideshare and use high occupancy lanes to bypass traffic congestion is high. 16% of all commuter traffic in San Bernardino County alone are HOV’s according to the US Census Bureau.

So with an overwhelmingly high HOV market demand in the area shown by congested freeway carpool lanes and filled park & ride lots, the focus may be incentives to convert 2-person HOV's into 3+ HOV's. Why then are 3+ HOV’s mandated to use a FasTrak transponder to use the 91 Express Lanes into Orange County and pay tolls during the PM rush hour in the peak direction? Why are these lanes carrying more toll-paying non-HOV’s than 3+ HOV’s? It’s clear that there are legit 3+ HOV’s being displaced from Orange County’s high occupancy toll lanes with the extra capacity being sold to non-HOV’s. It seems like incentives to carpool with 3 persons or more drop when such HOV’s are strapped with ill-advised usage policies in a publicly owned high occupancy toll lane corridor. “Nanny lanes” anyone?

Why High Occupancy Vehicles are losing freedom with Toll Lanes

Transportation agencies need to put aside the "Nanny Lane" politics for high occupancy toll lanes.


Concept: What an entry point for the 91 Express Lanes would look like if the corridor permitted free non-transponder 3+ HOV's -or- FasTrak.

High occupancy vehicle travel remains a highly popular travel option for many, but incentives to freely rideshare on southland freeways are weakening. Legit HOV's consist of not only commuter carpools which make up approximately 10% of all commuter trips, but also private charter buses, airport shuttles, casino coaches, the Greyhound bus, taxis, caravans, motorcycles, and yes, family trips. Private HOV's contribute toward a robust multi-modal transportation system, but presently, incentives to travel in an HOV are in decline.

Los Angeles Metro's high occupancy toll lanes along the I-110 freeway corridor through South LA accomplished two things: It allowed solo-occupancy vehicles to pay a toll with a FasTrak transponder to access the underutilized $1 billion I-110 Harbor Transitway corridor. New rapid express buses were also brought in to serve the corridor. However, there is little else that shows that the toll lanes have contributed toward getting Southern California moving, and the majority of I-110 commuters know it.

As The Transit Coalition predicted, traffic in the I-110 general purpose lanes has worsened since the November, 2012 carpool-to-ExpressLane lane conversion three months ago, thus repeating the same disaster that occurred in 2011 in Atlanta. Video rants posted to YouTube and toll lane opposition Facebook pages have surfaced on the Internet.

That's because all of the non FasTrak-registered HOV's were displaced from the former 2+ carpool lanes; all vehicles including HOV's are now mandated to have a FasTrak transponder to use the facility. To make matters worse, HOV's with a non-switchable standard FasTrak, which is issued by other public entities all over the state, can only use the LA Metro ExpressLanes as a toll patron.

Let's restate that: There's no way to optimize HOV usage in the ExpressLanes to its fullest potential with the current usage policy, no way. To be fair, Metro predicts that the increased congestion will phase out as more people preregister and ridership on the Metro Silver Line builds up, but The Transit Coalition has objected to such preregistration mandates for HOV's which clearly result in a reduction of HOV traffic instead of single occupancy vehicles. It is a confirmed fact that when HOT lane usage policies mandate transponder registration for HOV's, ridesharing and carpooling is discouraged; solo commuting encouraged.

The very popular 3+ carpool lane along Interstate 10 between LA and El Monte will undergo the same conversion on February 23, and Metro is now proposing additional ExpressLanes through the Newhall Pass on Interstate 5. The Riverside County Transportation Commission also continues on its plans toextend the 91 Express Lanes east into Corona which will include a carpool lane conversion and potential HOT lanes for I-15. Speaking of the I-15 HOT lanes, the Riverside County Transportation Commission scaled back the southernmost segment of the corridor to cut its cost in half, but the shortened project will most likely exacerbate a major southbound bottleneck south of Corona if nothing else is done further south. To be fair, RCTC's proposals include constructing additional lanes to address any worsened congestion impacts, but how do our public agencies think HOV usage is going to flourish if they continue to put pre-registration barriers on such traffic?

The riding public knows that governments cannot expand HOV usage in a corridor by strangling it with regulations that drives non-registered carpools back into traffic-choked general purpose lanes. High occupancy toll lanes can be truly "high occupancy" with free non-transponder carpooling or not, and it seems both Metro and RCTC are saying not. Public agencies need to get back to helping HOV's expand and set aside the "Nanny Lane" politics because serious worsened congestion has already occurred along the I-110 and LA's commuters know it.

How Tolled Express Lanes can properly 'redistribute traffic'

(1/29/13) – IE Transit Talking Points Short

Los Angeles County Supervisor and LA Metro board member Mark Ridley-Thomas stated that the I-10 carpool lane set to be converted into the Metro ExpressLanes on February 23 will benefit the freeway corridor through LA County, saying, “When solo drivers begin to travel on the ExpressLanes along the San Bernardino Freeway, all commuters will benefit—whether they pay a toll or not—because the ExpressLanes will redistribute traffic across all lanes of the freeway.” 

Ridley-Thomas’ statement would be true if the ExpressLanes supported free non-transponder carpooling. The notion is almost undebatable. Since the conversion of the carpool lanes to Metro ExpressLanes through South LA, traffic in the I-110 general purpose lanes has worsened according to many commuters all because of the FasTrak transponder mandate for carpools and other high occupancy vehicles. Many legit HOV’s such as private buses simply migrated back to the general purpose lanes in lieu of registering for valid economic reasons. The same worsened congestion occurred in Atlanta when the carpool lane was converted to a transponder-only HOT lane along the I-85 corridor. Likewise, the new I-495 Express Lanes through Virginia were lightly used as well; although to be fair, the I-495 HOT lanes did not involve a carpool lane conversion which therefore didn't cause worsened traffic in the main freeway lanes.

In contrast, back in 1996 when the I-15 reversible carpool lane in San Diego County was converted to a HOT facility that maintained non-transponder carpooling, traffic improved for the whole corridor since the existing HOV traffic was never displaced by ill-advised usage policies. There’s no denying the facts. Southern California toll lanes need free non-transponder carpooling if traffic is to be properly redistributed as Ridley-Thomas envisions.

Carpools 2 or more only - Corporations OK?

The California Vehicle Code should specifically state that a vehicle occupant for carpool is a born, bodily, living human being.

Once again, loopholes in written law are being exploited at the expense of vehicle registration taxpayers and law abiding freeway motorists. San Rafael political activist Jonathan Frieman has a problem with corporations being defined as persons, but his campaign involves exploiting a loophole in the California Vehicle Code combined with citing the opinion of Citizens United v. Federal Election Commission. His intent is to overturn the U.S. Supreme Court case.

Frieman traveled solo with corporate paperwork in Bay Area carpool lanes purposely trying to get caught by the CHP so he can get his case through the court system. Citing both CVC 470 and the opinion of the Citizens United case, he frivolously argues that a corporation can count as a passenger to satisfy the occupancy requirement to travel in a 2+ carpool lane. As unusual as it sounds, Frieman actually hopes to keep losing through the court system so he can appeal the corporate personhood case back to the U.S. Supreme Court. He recently lost at the Superior Court level and has planned to appeal.

The Transit Coalition does not take sides on any political matters that do not relate to transportation. However, the state legislature must close the claimed loophole in the California Vehicle Code immediately. Even though Frieman hopes to lose his case throughout the appeals process, should a judge at any level decide to rule in Frieman’s favor, HOV lanes as we know it could be in dire trouble statewide. The legislature needs to write into law who a vehicle occupant is in the California Vehicle Code: a born, bodily, and living human being.

Robust debates in a free democracy are welcome and if Frieman has a solid argument against Citizens United, he should take action. However, exploiting California Vehicle Code loopholes and being a carpool cheater to advance agendas through the courts does nothing to get Southern California moving. And if the CHP took as long as Frieman claimed to catch him driving alone in an HOV lane, lawmakers might as well increase the carpool violation penalty and increase CHP enforcement to better deter carpool cheating. Set the base statewide fine to at least $500 and make it a one-point moving violation.

Intelligent Transit Enforcement

The US Border Patrol finds success in intelligence-driven enforcement. Would such a strategy work for enforcing transit fares and HOV usage?

As we head into the New Year of 2013, law enforcement continues to head toward better technology and methods, which in one case has reduced traffic congestion on Southern California freeways. Motorists who travel regularly from LA, Orange County or the Inland Empire into San Diego County and back may have noticed that the U.S. Border Patrol checkpoints along the I-5 and I-15 freeways appear to be "closed" more often than in years past; northbound drivers for the most part now proceed through and go. Fewer have to wait. Likewise, tactical enforcement checkpoint turnouts located along the sides of several inland two-lane roads as they cross the northern San Diego County border appear to be "less" used. Don't be fooled by those appearances. Those who are planning on breaking the law are being watched even more.

That's because the Border Patrol has now been tackling criminal border-related threats head on by collecting information and coordinating with local law enforcement agencies that allows the federal agents to look for certain behaviors instead of simply screening every motorist, a method known as intelligence-driven enforcement. The San Diego stats clearly show that this win-win method actually works for both the Border Patrol and law-abiding travelers. As the Border Patrol continues to bust more criminals than it did before, so too are fewer and fewer northbound motorists and buses that have to stop in a 5-15 minute queue at the federal checkpoints. The benefits are clear: More criminals being caught; less delays while leaving San Diego County. Yes, there are times that agents are called to operate the checkpoints, but their motive is backed by intelligence, and on several occasions, they have stopped criminal activity.

Would a similar intelligence-driven enforcement system work for combating transit fare evasion and carpool cheating? Here's some ideas local public agencies may want to consider:

Undercover fare enforcement and/or loss prevention inspectors posing as bus/train riders looking for signs of fare evasion, illegal resales of tickets and passes, and people turning back when they see a uniformed fare inspector on the platform. The same undercover enforcement teams monitoring how bus drivers handle fare collections and safety protocol. Volunteer station transit ambassadors helping transit riders with purchasing tickets/passes and boarding the correct buses/trains. Uniformed ambassadors deter sneaky evasion tacticts because they are trained to report criminal activity at the stations. Installation of infrared scanning systems along HOV and HOT lanes; systems similar to equipment used to log speeders with "Your Speed" automatic radars seen on streets and freeways. The data can be passed to the CHP with potential enforcement sting operations in areas with a 10% or more HOV violation ratio. Their sole use should be for automatically monitoring and tracking carpool cheating as our Fourth Amendment U.S. Constitutional rights must be respected. Equipping the CHP with remote infrared scanners, mobile enforcement transponders, enforcement beacons and other fool-proof tools to catch carpool cheaters in HOV and HOT lanes. By the way, if you spot anybody selling illegal Metrolink, RTA, or Omnitrans tickets or passes, please be sure to report it to local law enforcement.

LA Metro ExpressLanes and Casual Carpoolers

LA Metro officials have to rethink their solutions toward casual carpoolers.

Los Angeles Metro officially launched the Metro ExpressLanes along the I-110 freeway, a pilot, one-year demonstration program. The program included the conversion of the carpool lanes into tolled express lanes (also known as HOT Lanes). Tolling along this corridor began late night on November 10, 2012 with the I-10 toll lanes set to launch later in 2013. All motorists including carpools are mandated to have a FasTrak transponder to enter the facility; HOV traffic must use the Metro ExpressLanes switchable FasTrak for toll free travel.

A Good Opening Weekend:
So far, the lanes are off to a good start, after opening to the public last weekend. Granted, using the lanes will cost as much as $15.40 per use, but these are mere grumblings that officials will take in stride, as the toll lanes intend to provide congestion relief and needed revenue. (These letters to the LA Times, however, suggest differently.)

TTC's HOT Lane Position:
The Transit Coalition advocated for free non-transponder carpooling along the Metro ExpressLanes, but Metro never adopted the concept citing enforcement issues. Nevertheless, the Coalition's HOT lane campaign page illustrates how non-transponder HOT lanes can be enforced effectively by the CHP in lieu of an automated system. TTC's A Better Inland Empire HOT campaign page goes deeper into the facts.

Keep on Carpooling, Patriots:
Moving forward, several motorists are certainly disappointed, but should accept the situation and explore ridesharing alternatives offered by Metro and the private marketplace. Existing casual carpools should continue to share the ride as a means to reduce traffic. Carpooling is a patriotic act of combating congestion. Same holds true for using public transit. The truth is that the I-110 HOT lanes according to Metro will operate at speeds of at least 45 mph, even during peak hours. Metro claims the main freeway lanes will also benefit, but the verdict will be shown as commuters hit the road during the next few weeks. Let's hope we don't end up with a repeat of the I-85 toll lane disaster in Atlanta.

Seeking Solutions for Non-Registered Casual Carpoolers:
Meanwhile, officials have to rethink their solutions toward casual carpoolers, HOV traffic coming from the Inland Empire, taxi cab drivers, private sector bus lines, and all other HOV patrons who may be negated by the transponder policy to prevent a drop in the number of private carpools for the corridor. The good news for transit advocates and the public is that the responsibility and pressure are now on Metro and LA officials; if free mobility and ridesharing do not improve for both the HOT and regular lanes along the I-110 freeway over the course of the pilot period, the notion of converting carpool lanes into transponder-mandated HOT lanes as a means to reduce congestion will be struck down, thus opening the door for possible non-transponder carpooling in the Metro ExpressLanes.

However, Metro believes the agency has developed a sound toll lane facility and we should continue to explore ways to improve the corridor, especially for those who share the ride, either by public transit or private carpool. There are two ways the Metro ExpressLanes can affect I-110 mobility: First, as Metro claims, the express lanes will improve free mobility for both the HOT and regular lanes. Or secondly, the transponder-only HOT lanes could be a repeat of the I-85 toll lane blunder with worsened traffic congestion in the regular freeway lanes with the drop of casual carpools from the express lanes. If the former, stop-and-go traffic will be the thing of the past. If the latter, Metro made a big mistake of mandating FasTrak transponders for carpoolers.

Some Facts behind HOT Lane Transponder Mandates for Carpools

Traditional enforcement should be considered in lieu of "Nanny Lanes".



Ever wonder why some agencies such as Metro and OCTA mandate FasTrak transponders for carpoolers in their respective HOT lanes? A 2011 Policy Study by the Reason Foundation combined with a 2007 federal report and preliminary studies from the I-15 Express Lanes project in San Diego County show why. By mandating all vehicles and carpools to preregister before using a toll lane facility, HOT lane policy enforcement is a simple snap. If somebody enters without a transponder and hasn't registered: lights, camera, violation notice in the mail.

Better public revenue is also a point made to support transponder-only carpooling according to these reports.

Okay, good enough, but...

Remember the Goal of HOT: Get SoCal Moving!
What may be good for better enforcement and revenue may not be good for getting Southern California moving, a possible reason why SANDAG rightfully retained its policy for free non-transponder carpooling for the I-15 Express Lanes and probable cause of local opposition in Orange County which helped prompt the OCTA's Regional Planning and Highways Committee to recommend shelving the I-405 toll lane project through Fountain Valley.

Statistics back Casual Carpooling:
Policies which mandate preregistration for carpools is a disincentive to rideshare in the first place.

According to a 2012 study of congestion pricing by UC Berkeley, casual carpooling attracts users not just because of time and cost advantages but also because casual carpoolers like traveling for free, giving a stranger in need a ride, and using a dedicated set of lanes on the freeway. Ironically, free access to an HOV lane is advertised as an incentive to carpool. What happens when a preregistration roadblock is put in the way?

"Nanny Lanes" in Atlanta:
A November, 2011 poll by InsiderAdvantage and WSB-TV reported that Atlanta's HOT lane facility with an ill-advised toll policy of mandated preregistration shows that nearly half of the region's commuters believe that the I-85 Express Lanes has made traffic actually worse for the corridor. In contrast, the I-15 Express Lanes with its sound toll policy has better balanced traffic distribution and cut down significantly on commute times.

But get this: In Atlanta, holders of personal toll accounts who decide to rideshare one day have to change their "toll mode" on their accounts to 3+ HOV at least 15 minutes before using the roadway either online or by a mobile app; forget flipping the car's transponder switch or using a separate 3+ lane...

No wonder why HOT lanes are often mislabeled as "Lexus Lanes", or more accurately "Nanny Lanes": Casual 3+ carpools in Atlanta simply cannot or will not use their HOT lanes simply because they are mandated to preregister to freely use the facility. The result according to UC Berkeley: a drop in carpooling. Private carpoolers should be treated like adults when they decide to freely rideshare and contribute toward better mobility. Bureaucratic policies hamper their efforts as the stats show. The Georgia state government is working on fixing that colossal mess.

Balancing HOT Enforcement with Moving Southern California:
So how can an agency balance free mobility with violation enforcement and steady toll revenue? The answers are clear.

Steady Toll Revenue Stream: Designate the HOT lanes for carpools while raising the tolls on other traffic further, thus keeping the toll revenue neutral while providing a greater disincentive to driving alone. Use dynamic congestion-based tolls to better redistribute traffic flow between the express and free lanes. Tolls go up as traffic increases; tolls lower as congestion goes down--Simple economics supply-and-demand.

Traditional Police Enforcement: Enforce HOT lanes like HOV lanes have been enforced in days past--use the police. By definition, a peace officer's job is to enforce the law. If a solo vehicle evades a toll, have the police ding the driver with a $400 carpool violation ticket. Equip the CHP with mobile enforcement transponders, enforcement beacons and other fool-proof tools; that's how it's done in San Diego County. If internal statistics or complaints show chronic problems, charge the cops to do a carpool sting operation like this one in San Francisco.

Facts also confirm issues regarding automated enforcement; OCTA, for instance, reports that a whopping 60% of automated violation notices from the 91 Express Lanes are dismissed (only 11% pay up, 20% go to collections).

Above all, officials need to encourage ridesharing in the toll lanes: Abolish the transponder and preregistration mandates for carpools who are freely showing what they can do to get Southern California moving.

Toll Lanes Need Non-Transponder Carpooling

The Transit Coalition believes that it is essential for carpools to have free access to all HOT lanes, without a requirement for transponders.



Southern California is home to a growing network of toll roads and "High- Occupancy Toll" (HOT) lanes, each with differentiating toll policies for the various corridors such as the Metro ExpressLanes, the 91 Express Lanes, and the I-15 Express Lanes in San Diego County.

For the HOT lanes, the Transit Coalition believes that it is essential for carpools to have free access without a requirement for transponders. Here are the toll policies of a few agencies in Southern California (as of 08/01/2012):

Metro ExpressLanes: FasTrak required for all vehicles. If carpooling, plan on using the new transponder with the single/2+/3+ switch or be prepared to pay the full toll. Carpools with the new FasTrak travel free (carpool is 2+ or 3+ depending on the time of the day and the corridor used). Several bus lines will utilize the lanes.

The Toll Roads (SR-73, 133, 241, 261):TCA, which operates the dedicated toll roads throughout Orange County (not to be confused with the 91 Express Lanes) has proposed to phase out cash payments. Drivers will be required to have a FasTrak, or patrons can also register their license plate numbers with TCA as an alternative. No carpool discounts announced at this time and no transit routes are available.

91 Express Lanes: FasTrak required for all vehicles. If there are three or more in the car, use the 3+ lane when nearing the toll antennas. 3+ carpools travel free except the PM rush hour in the peak direction where the toll is discounted 50%. Commuter bus lines currently use the corridor and expanded express service is planned.

I-15 Express Lanes in San Diego County:2+ carpools free. FasTrak required only for solo vehicles. Simply put the FasTrak away in a mylar bag so it cannot be read by the toll antennas if carpooling. Commuter bus lines currently use the corridor and expanded rapid express service is planned. This toll lane facility won the "Project of the Year Award" from the California Transportation Foundation in 2012.

The Transit Coalition is open to high- occupancy toll lane conversions that implement rideshare-friendly policies similar to those adopted by counties like San Diego and Santa Clara, with carpools defined as 2+ or 3+, depending on the time of the day and the demographics of the corridor, and without requiring transponders for carpools.

The Coalition objects to toll policies that would result in a reduction of carpools instead of single occupancy vehicles. Researchers from UC Berkeley reveal that not only has the San Francisco Bay Area Toll Authority's ill-advised imposition of mandatory FasTrak transponders and tolls on carpools resulted in a 26% reduction of vehicles in the carpool lane, but that many carpools are not picking up additional passengers along the way as before--a double-whammy, reducing the number of people utilizing the carpool lane by well more than 26%.

With that, the Transit Coalition wants to ask this question to each public transportation agency and each elected official who is proposing future toll lanes as a means to reduce congestion for everyone:

Would you consider following the example of San Diego County's award-winning project, adopting congestion-based tolls for solo motorists and opening up your express lanes for free travel for all 2+ or 3+ carpools and private buses, not just those who have FasTrak?