High-occupancy vehicle (HOV) lanes usually go through an evolution of stages in their life cycle. The typical evolution includes changes in demand levels from several modes including 2+ or 3+ carpools and vanpools, transit, and general-purpose vehicles. To ensure adequate usage, most facilities have started out with a designation of HOV2+. In some cases, over time, HOV2 volumes have exceeded the capacity of the facility, which has caused delays for transit vehicles. Therefore, there is an inevitable need for managing the hierarchy of facility users over time. A graphical tool is presented that indicates the life span of a managed HOV lane, and it can be applied to a variety of existing and planned managed HOV lane projects. The graphic was used in Colorado, Florida, and Texas in communicating the managed lane concept to transportation professionals. Further, the graphic was used to explain the historical operation of a managed HOV lane facility and the likely progression if current management policies remain in effect, based on experiences in similar facilities. Alternative management strategies can also be evaluated and compared with the graphical tool. The graphical representation of this managed HOV lane concept is anticipated to be valuable for transportation professionals in many areas (e.g., highway, tolling, and transit) in presenting and understanding operating scenarios for managed lanes over time and how they meet the goals of the facility. Applications of the life-cycle graphic to various facilities in the United States are also presented.
National experience has shown that perceived inequity to disadvantaged communities can derail the consideration of proposed toll and pricing projects. Even in areas with existing toll facilities, new proposals are not immune from fairness criticisms. Left unanswered, fairness issues may overwhelm public opinion and potentially elicit legal concerns. Five general types of equity apply to toll and priced facilities: geographic, income, participation, opportunity, and modal equity. The first two issues are generally more important in the planning process. Issues with geographic equity are largely reflected in public opinion, which in turn reflects participation and modal equity. Income equity also incorporates elements of opportunity equity and modal equity. Through the careful and deliberate planning process, issues pertaining to income equity can more easily be mitigated or alleviated than geographic equity, fulfilling the requirements of environmental justice. As toll and pricing policies are developed, planners and policy makers should address key questions designed to identify (a) potential income equity concerns and (b) ways to mitigate those concerns that may occur. Although no assessment can completely address all potential issues of equity and fairness, the principle of environmental justice requires transportation professionals to evaluate proposed projects with an open eye and an open mind. Ultimately, no project needs to be delayed or tabled because of issues of equity. Rather, correctly identifying concerns and addressing them through deliberate and transparent policy and action can help further the case for tolls in a broad transportation financing and planning context.
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