A Better Inland Empire > Projects & Goals

We want Toll Lanes done right!

Proposed SR-91, I-15, and I-10 Tolled Express HOT Lanes need free non-transponder carpooling.

Transportation officials are working on major proposals to bring in a network of tolled express lanes (also known as High Occupancy Toll or "HOT" Lanes) to Riverside and San Bernardino County freeways. The Riverside County Transportation Commission proposes to extend the 91 Express Lanes east through Corona with potential tolled express lanes south to Lake Elsinore and north toward Ontario. The 91 freeway into Orange County handles over 300,000 cars per day. The San Bernardino Associated Governments is also considering placing HOT lanes along the I-10 Freeway between the LA County Line and Redlands and is studying the feasibility for toll lanes up the I-15 Freeway into the high desert.

The Transit Coalition generally supports multi-modal express lanes and congestion pricing. Such facilities can provide a quick and easy throughfare for carpools, public express buses, private-sector coaches, and solo motorists willing to pay a toll.

HOT Lanes Done Right: Carpools -OR- FasTrak
The Transit Coalition believes that it is essential for carpools to have free access to HOT lanes without a requirement for transponders and objects to pre-registration policies that would result in a reduction of carpools instead of single occupancy vehicles.

If HOT lane policies are set correctly, free mobility will be a long-lasting reality for HOV traffic traveling along Southern California freeway corridors. With public express buses, 2+ or 3+ private HOVs, motorcycles, and private sector bus lines having their own set of dedicated free-flowing lanes through traffic-choked corridors, the public-private benefit would be enormous.

'No' to Mandated FasTrak Preregistration for Carpools

The Transit Coalition objects to preregistration mandates for carpoolers which would result in a reduction of HOV traffic instead of single occupancy vehicles within Southern California HOT lanes. It is a stone cold fact when HOT lane policies mandate transponder registration for HOV's, ridesharing and carpooling is discouraged; solo commuting encouraged.

Pictured to the right is an OCTA photo of the Orange County entry point into the 91 Express Lanes. All vehicles must have a FasTrak transponder to enter regardless of the number of persons in the car. The 91 Express Lanes charges 3+ carpools 1/2 the posted toll during the PM rush hour in the peak direction, no toll at other times. Toll amounts are also on a set schedule and based on the time of the day.

RCTC proposes a similar mandate for the 91 Express Lanes extension/HOV-to-HOT conversion in Corona and the proposed I-15 tolled express lanes along the I-15 freeway. There is currently no report of whether or not SANBAG will mandate transponders for HOV's along the proposed HOT lanes along the I-10 and I-15 freeways in San Bernardino County.

Preregistration mandates sap free mobility and deincentivize private and commercial ridesharing according to a 2012 study of congestion pricing by UC Berkeley and local field studies. Because non-registered HOV's are forced out of the HOT lanes, the main freeway lanes and connecting surface streets experience worsened traffic congestion. Public officials must know that if transportation agencies build up a nanny-lane system which forces non-registered HOV's into the general purpose lanes, many carpools will eventually stop ridesharing and several commercial HOV's and private buses will see unnecessary layers of extra costs and administrative work which get paid by the rider. And that's the truth.

Other HOT Lane Corridors with Non-Transponder Carpooling

These toll lane corridors allow for carpools or a toll transponder. Carpoolers, vanpools and private buses do not need to preregister or get a transponder beforehand to use the lanes. They can get on for free and go!

• I-15 Express Lanes,
  San Diego County
  Project of the Year
• VTA Express Lanes,
  Santa Clara County
• I-580, I-680 Express Lanes,
  Alameda County
• I-15 Express Lanes,
  Utah County, UT
• I-25 E-Express Lanes,
  Denver, CO
• MnPASS Express Lanes,
  Minneapolis, MN
• SR-167 HOT Lanes,
  Seattle, WA
• Metro HOT Lanes, Houston, TX

Atlanta's I-85 Toll Lane Madness: Consequences of HOT "Nanny Lanes"

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 non-transponder policy for carpools has better balanced traffic distribution and cut down significantly on commute times. To be fair, San Diego's latest upgrades included additional lanes, but the actual HOV-to-HOT conversion took place in 1996 in the existing reversible lanes; no new lanes were built at that time and traffic flow did improve according to reports.

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...

Such mandates sapped free mobility in Atlanta and deincentivized private and commercial ridesharing with the creation of the I-85 HOT lane nanny. Several 3+ HOV's in Atlanta simply cannot or will not use their HOT lanes simply because they are mandated to preregister to freely use the facility. Transponder-only "Nanny Lanes" like the I-85 weaken free HOV mobility; they expand unnecessary government control and worsen traffic in the main freeway lanes. 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. Commercial HOV's need a free-flowing facility to compete in the marketplace. Bureaucratic policies hamper their efforts as the stats show. InsiderAdvantage CEO Matt Towery told WSB reporter Lori Geary, "It's a total disaster. Without doubt one of the biggest blunders in the history of Georgia politics since I've been covering it." The Georgia state government is working on fixing that colossal mess and to be fair, HOT lane usage has increased in 2012 and 2013.

Statistics back Free Non-Transponder Carpooling in HOT Lanes

UC Berkeley's in-depth study combined with the Transit Coalition's field studies of tolled express lanes show that policies which support non-transponder carpooling have enormous public-private benefits. By having a dedicated set of free-flowing lanes, all 2+ or 3+ HOVs, all public express buses, and all private sector transit buses like Greyhound, Megabus, and casino coaches can bypass traffic-choked corridors for free while solo vehicles are given the option to travel for a toll if capacity permits it. With the HOV and toll paying SOV traffic out of the general purpose lanes, overall traffic would be more evenly distributed and therefore better flowing. Improved rapid transit options would further improve mobility.

Pictured above is a concept of what a 91 Express Lanes entry point would look like if the corridor offered free non-transponder 3+ carpooling. Note how the signs and a simple change in the lane usage policy would encourage ridesharing and reduced congestion for both the express and main freeway lanes.

OCTA and RCTC should allow for 3+ carpools to have access to the 91 Express Lanes free of charge and without mandatory FasTrak transponders, even during peak rush hours. The I-15 Tolled Express Lanes should allow for 2+ carpools. Future studies of the traffic patterns should indicate how many persons should define a carpool for the proposed San Bernardino HOT lanes. Let's not forget that free access to an HOV lane is advertised as an incentive to carpool.

Congestion Pricing: Tolling non-HOV traffic

Congestion pricing is a concept from market supply-and-demand economics. Tolls for non-HOV's increase as traffic volume rises; tolls lower as the corridor becomes more free-flowing. Public officials should consider using dynamic congestion-based tolling to better redistribute traffic flow between the express and free lanes. OCTA, RCTC and SANBAG should adopt this model for their HOT facilities.

Tolls should range from 50 cents to $10+ depending on the amount of traffic and distance traveled through high volume segments. Toll amounts should follow the supply-and-demand economic principle to maintain a steady volume of revenue 24 hours per day, 7 days per week. For instance, non-HOV 3+ traffic should expect to pay a minimum toll of $2-4 with a $8-12 maximum during the afternoon peak hour on the eastbound 91 Express Lanes. In contrast, the toll would be 25 cents to $1 whenever all lanes are free-flowing at 65 mph+ to better redistribute the traffic flow and maintain adequate toll revenue during off-peak hours. All toll revenue should be used solely to pay for corridor operations and mass transit, HOT lane debt/bond obligations, and/or capital improvements.

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 be bound to massive toll lane debt obligations which should otherwise by state-funded.

Lexus Lanes? Facts of HOT Lane Patrons

Several public transportation agencies including OCTA have done numerous surveys of its toll-paying customers and have found that people of all income levels use HOT lanes, not just the wealthy. Average solo patrons may not use them every day, but they will use the toll lanes on days whenever they need fast and reliable travel according to statistics.

HOT lane corridors should offer all patrons an option for fast and reliable travel when they need it. In addition, HOT lanes which support free non-transponder carpooling help HOV's such as vanpools, motorcycles, public transit buses, and private sector buses get to their destinations on time. People of all income levels fit into these categories. "Lexus Lanes" are not just for the rich. No spin.

Carpools Only when HOT gets congested

Should the HOT express lanes become congested, only high occupancy vehicles should be permitted entry into the facilities. A "Carpools Only" message would be displayed at entry points when traffic in the express lanes is congested or drops below 45 mph and no excess capacity is available for other traffic.

Whenever the HOT lane signs switch to HOV-only, any FasTrak traffic already in the lanes would be permitted to complete their trips and not be mandated to exit. Once the congestion in the lanes frees up, FasTrak traffic would be permitted to enter once again.

Should a HOT lane corridor ever experience chronic periods of congestion, officials should consider improving mass transit options and/or raising the occupancy requirement for carpool during for that period in lieu of imposing mandatory transponders.

Intelligence-Driven Enforcement: Combating Carpool Cheating

One of the main reasons why a transportation agency would decide to mandate all vehicles traveling in their respective HOT lanes to have a FasTrak transponder is the ability of the agency to have an automated photo enforcement system. The successful operation of a HOT lane facility must be dependent upon a visible and effective enforcement program that the public perceives as fair and consistent according to a 2007 federal report and a 2011 Policy Study by the Reason Foundation.

Sound enforcement in HOT lanes is imperative. However when preregistration mandates begin to sap free mobility and deincentivize private and commercial ridesharing through the creation of a HOT lane nanny, the Transit Coalition will confront it. HOT lanes should be enforced under an intelligence-driven system, not a "Nanny Lane" system.

Similar to automated red light and speed enforcement cameras, reports question the reliability of an automated HOT lane photo enforcement system. OCTA reported that a whopping 60% of automated violation notices from the 91 Express Lanes are dismissed (only 11% pay up, 20% go to collections, 9% not reported). To be fair, an undetermined percentage of the dismissed violations may have been applied toward prepaid tolls under new FasTrak accounts.

How can LA Metro, OCTA, and RCTC watch over their HOT lanes under an intelligence-driven system? Agencies should task the CHP to patrol the HOT lane toll antenna areas and equip the officers with intelligence-driven enforcement tools, funded by increased carpool violation fines. If a solo vehicle enters a HOT facility, does not have a valid FasTrak transponder mounted at all times and is caught by the CHP, the driver is issued a heavy carpool violation ticket plus the maximum posted toll amount in lieu of a $25 automated fine. The state government should consider increasing the carpool violation base fine to $500 and make it a one-point moving violation.

Intelligence-driven enforcement tools could include mobile enforcement transponders to ensure non-HOV's have a proper FasTrak mounted at all times while in the HOT lanes, enforcement beacon lights near the toll antennas, and remote infrared scanners to track possible carpool cheating. San Diego, Bay area, Minneapolis, and Washington State toll lanes use these methods for enforcement. Should internal intelligence statistics ever show a violation ratio of over 10%, the CHP would be tasked to conduct a sting operation like this one with news media coverage to get cheaters out of the HOT lanes; each and every ticket issued carrying a $500+ fine, a moving violation point, plus the maximum posted toll.

Federal reports and studies confirm that establishing contracts with the CHP and local law enforcement is the most effective and practical means of monitoring non-transponder HOV vehichles and to ensure all toll paying transponder-equipped solo vehicles have a valid transponder account with the FasTrak mounted at all times while in the HOT lanes. Having a strong intelligence-driven enforcement presence combined with heavy fines are key to deterring carpool cheaters and maintaining the integrity of HOT lane operations.

Funding the Corridor: Supply-and-demand Toll Revenue and State Transportation Taxes

How can a public agency balance free mobility with a steady revenue stream since all HOV's are not paying any tolls or preregistering?

Toll lane operators should designate their HOT lanes for toll free travel for carpools while raising the tolls on other traffic further as traffic volume along the corridor increases, thus keeping the toll revenue neutral while providing a greater disincentive to driving alone.

Toll amounts should follow the supply-and-demand economic principle to maintain a steady volume of revenue 24 hours per day, 7 days per week. For instance, non-HOV 3+ traffic should expect to pay a minimum toll of $2-4 with a $8-12 maximum during the afternoon peak hour on the eastbound 91 Express Lanes. In contrast, the toll would be 25 cents to $1 whenever all lanes are free-flowing at 65 mph+ to better redistribute the traffic flow and maintain adequate toll revenue during off-peak hours. All toll revenue should be used solely to pay for corridor operations and mass transit, HOT lane debt/bond obligations, and/or capital improvements.

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 be bound to massive toll lane debt obligations which should otherwise by state-funded.

91 Express Lanes - Toll Lanes done right - Future Vision Map

The 91 Express Lanes corridor should maintain its 3+ occupancy requirement for carpool due to very high carpool demands for the corridor. Any 3+ HOV should have free access to the corridor without a FasTrak transponder. Officials should explore placing intermediate access points between the 91 Express Lanes and the main freeway lanes at 3-5 mile intervals. This would allow patrons to enter/exit the express lanes more at will. Whenever the express lanes are too congested for additional traffic, signs would only permit 3+ HOV traffic to enter.

Officials should also explore direct access ramps between the express lanes and transit centers/park & ride lots. This would allow a carpool, vanpool, transit buses, private coaches streamlined access between the transit center and express lanes.

View Here: 91 Express Lanes Corridor Future Vision

Please note that several of the ideas presented are conceptual and have not been endorsed by any public entity.

 

 

I-15 Tolled Express Lanes: Access Point and Ramp Ideas in the Inland Empire

Properly placed intermediate access points and direct access ramps between the planned I-15 Express Lanes through the Inland Empire and the main freeway lanes would allow patrons streamlined access between the HOT lanes and activity centers, transit hubs, and major surface streets.

Please note that these ideas are conceptual and have not been endorsed by any public entity.

I-15 Cajon Pass Express Lanes Concept (south-to-north):

• Northern Access Point: I-15 & High Desert Corridor Interchange
  Conceptual northern endpoint.
• Ramp: XpressWest Train Station
  Conceptual ramps at Stoddard Wells providing direct connections to the proposed XpressWest HSR station to Las Vegas: Southbound rail patrons merge into southbound express lanes; Northbound express lanes connect to station.
• Ramp: Victor Valley Transit Station
  Conceptual bidirectional ramps at Highway 18 (D Street) providing direct connections to/from the Victor Valley Transit Station.
• Ramp: Bear Valley Transit Station
  Conceptual bidirectional ramps near Bear Valley Road providing direct connections to/from the Bear Valley Park & Ride and a potential future transit station.
• Access: I-15 1 mi north of US 395
  Conceptual access point.
• Ramp: US Highway 395
  Conceptual ramps at Highway 395: Southbound 395 merges into southbound express lanes; Northbound express lanes connect to northbound 395.
• Access: I-15 1 mi north of I-215
  Conceptual access point at the base of the Cajon Pass for Highway 138 connections.
• Ramp: I-215
  Conceptual ramps at the I-215 junction at Devore: Southbound express lanes connect to I-215; northbound I-215 merges into northbound express lanes.
• Ramp: Glen Helen Transit Station
  Conceptual bidirectional ramps at Sierra Avenue providing direct connections to/from planned Omnitrans rapid buses and a potential future transit station.
• Access: I-15 1 mi north of I-210
  Conceptual access point for I-210 connections.
• Ramp: Rancho Cucamonga Station
  Conceptual bidirectional ramps at Arrow Route providing direct connections to/from the Rancho Cucamonga Metrolink Station.
• Access: I-15 1 mi north of I-10
  Conceptual access point for I-10 connections.
• Ramp: I-10 Express Lanes
  Conceptual HOT lane ramps. Southbound I-15 express lanes connect to westbound I-10 express lanes; eastbound I-10 connects to north or southbound I-15; northbound I-15 connects to westbound I-10.
• Access: I-15 1 mi north of 60 Freeway
  Conceptual access point. Southbound exit; northbound entrance.
• Southern Access Point: I-15 1 mi south of 60 Freeway
  Conceptual southern access point. Express lanes continue to/from RCTC-operated express lanes south.

I-15 Riverside County Tolled Express Lanes Concepts (south-to-north):

• Northern Access Point: I-15 1 mi south of 60 Freeway
  Conceptual northern access point. Express lanes continue to/from SANBAG-operated express lanes north.
• Ramp: Eastvale Transit Station
  Conceptual bidirectional direct access ramp at the 68th St Overpass in Eastvale and Mira Loma
• Access: I-15 1 mi north of 91 Freeway
  Conceptual access point for 91 Freeway connections.
• 91 Express Lanes
  RCTC-proposed direct access ramps to/from the 91 Express Lanes
• Access: I-15 1 mi south of 91 Freeway
  RCTC proposed access point. Southbound exit; northbound entrance.
• Access: I-15 3/4 mi north of Cajalco Road
  Conceptual access point
• Ramp: Dos Lagos Transit Station
  Conceptual direct access ramp, park & ride, and commuter bus stop in in the Dos Lagos area
• Access: I-15 near Weirick Road
  Conceptual access point allowing traffic to/from Temescal Canyon communities to access.
• Access: I-15 north of Lake Street
  Conceptual access point allowing traffic to/from northern Lake Elsinore via Lake Street to access.
• Ramp: Lake Elsinore Outlet Center Transit Station
  Conceptual direct access ramp connecting to/from existing RTA bus transfer hub and park & ride lot.
• Southern Access Point: I-15 at SR-74
  RCTC proposed southern endpoint.

SR-91 & I-15 Tolled Express Lane Conceptual Map

Explore how the Transit Coalition envisions the future of High Occupancy Toll Lanes in the Inland Empire.



Please note that this map is conceptual, not for trip planning, and has not been endorsed by any public entity.