![]() ![]() Idling is considered a cause of CO2 emission, since vehicles must burn gasoline for longer periods than would otherwise be the case in free-flowing traffic. If converting HOV lanes to HOT lanes doesn’t improve vehicle flow, idling isn’t reduced. The cost to local, state, and federal taxpayers for this project was $195 million. On California’s I-680 in the southbound reserved lanes, travel speeds dropped significantly after the conversion to HOT lanes in 2010. More recent in-depth studies show that traffic does, in fact, slow in reserved lanes after conversion. The analytical case may involve computer modeling to show that overall traffic flow will be improved in the corridor in question, reducing the extent of stop-and-go traffic (and hence, reducing running emissions) in the existing lanes while guaranteeing the smooth flow of traffic in the HOT lane.Ĭiting short-term studies from the 20th century may bias the modeling to yield favorable results. Kenneth Orski recommend a data-driven approach to downplaying this risk: When the Reason Foundation pitched the concept of converting HOV lanes into HOT lanes, it claimed: “In most cases the conversion of an existing HOV lane to a HOT lane should be more than self-supporting from the new toll revenues.”Ĭritical to justifying a conversion is showing that current HOV users, such as buses and carpools, won’t be adversely impacted by the addition of paying users. The sight of HOV lanes sitting mostly empty during rush hour has proven irresistible to commuters, politicians, and planners, especially in a time of limited infrastructure budgets. A review of figures compiled by Caltrans from the Katy Freeway, I-95 in Miami, and Georgia’s I-85 shows that short-term data are often cited to sell a HOT lane project.Īrgument 2: Converting HOV (High Occupancy Vehicle) lanes to HOT lanes doesn’t increase overall congestion in those lanes. The WSDOT study, however, only looked at the first two years of Miami data - and even that shows travel speeds were already dropping by year two. If HOT lanes do not relieve congestion in the long term, how do politicians and planners justify them? Consider this statement from the Washington State Department of Transportation, in a study on Miami HOT lanes used to promote a WSDOT project: “95 Express has improved overall traffic conditions along the project corridor since its inception.” This is the scenario now playing out in northern Virginia, just as it has after every previous expansion of I-95. But no expressway or HOT lane can deliver drivers directly to their destination, and at some point there will be a bottleneck. Though HOT lanes don’t prevent bottlenecks from occurring at toll lane exits, lane extensions are usually justified as an effort to eliminate them - just as highway expansions are typically justified. The Katy Freeway is now a staggering 23 lanes wide, but three years after the state allocated $2.8 billion to expand it, congestion returned to its original level and continues to grow. ![]() In Houston, Texas, commuters have discovered that having the world’s widest expressway that includes HOT lanes is no permanent congestion cure. The California Department of Transportation, Caltrans, acknowledged this effect could neutralize capacity expansions within five years. This argument overlooks the phenomena of induced demand: as capacity increases, traffic also increases, as measured by vehicle miles traveled. If enough drivers leave the general lanes for the toll lanes, the general lanes will move more freely. That keeps those who don’t want to pay the higher toll from entering. As usage of the HOT lanes increases, the toll increases. Is McAuliffe right to be so confident in the ability of HOT lanes to eradicate congestion? Let’s look at three key arguments often heard in favor of HOT lanes.Īrgument 1: Adding HOT lanes reduces congestion in general lanes along the same route.Īccording to the Federal Highway Administration, HOT lanes - sometimes branded as “express” or “managed” lanes - pull users from the general lanes because they stay uncongested. The only other speaker after the governor was a representative from Transurban, the controversial company that will operate the extended toll lanes. The primary focus of the highway improvements will be an extension of the HOT (high occupancy toll) lanes on I-95 and I-395. At one point during his remarks, he declared that because of the road projects, “Today, the congestion is going to end!” While this is a multimodal project featuring rail, bus, and highway improvements, it was clearly the latter that most enthused the governor. Department of Transportation had granted $165 million for the Atlantic Gateway project. In July Virginia Governor Terry McAuliffe stood on the platform of a train station in Alexandria to announce that the U.S. ![]()
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |