HomeMy Public PortalAbout09 September 26, 2011 Budget & implementationRECORDS
• RIVERSIDE COUNTY TRANSPORTATION COMMISSION
BUDGET AND IIVIPLEMENTATION COMMITTEE
IVIEETING AGENDA
TIME:
DATE:
LOCATION:
•
9:30 a.m.
Monday. September 26. 2011
BOARD ROOM
County of Riverside Administrative Center
4080 Lemon Street. First Floor. Riverside
~COMMITTEE MEMBERS <41
Scott Matas, Chair / Russell Betts, City of Desert Hot Springs
Ron Roberts, Vice Chair / Jeff Comerchero, City of Temecula
Roger Berg / Jeff Fox, City of Beaumont
Ella Zanowic / Jeff Hewitt, City of Calimesa
Mary Craton / Barry Talbot, City of Canyon Lake
Greg Pettis / Kathleen DeRosa, City of Cathedral City
Steven Hernandez / Eduardo Garcia, City of Coachella
Larry Smith / Robert Youssef, City of Hemet
Douglas Hanson / Patrick Mullany, City of Indian Wells
Bob Magee / Melissa Melendez, City of Lake Elsinore
Rick Gibbs / Kelly Bennett, City of Murrieta
Scott Hines / Gordon Moller, City of Rancho Mirage
Steve Adams / Andy Melendrez, City of Riverside
John F. Tavaglione, County of Riverside, District II
Jeff Stone, County of Riverside, District III
~STAFF <41
Anne Mayer, Executive Director
Theresia Trevino, Chief Financial Officer
~AREAS OF RESPONSIBILITY <41
Annual Budget Development and Oversight
Competitive Federal and State Grant Programs
Countywide Communications and Outreach Programs
Countywide Strategic Plan
Legislation
Public Communications and Outreach Programs
Short Range Transit Plans
• Comments are we/comed by the Committee. If you wish to provide comments to the Committee, please
complete and submit a Speaker Card to the Clerk of the Board.
Tara Byerly
From: Tara Byerly
Sent: Wednesday, September 21,2011 10:47 AM
To: Tara Byerly
Subject: RCTC Budget and Implementation Committee Agenda -IPad Users
Importance: High
Good Morning Budget and Implementation Committee Members:
The September Budget and Implementation Committee Agenda for IPad User is available. Please copy
the link below:
http://www.rctc.org/downloads/BIC/ipad budgetandimplementation.pdf
Please let me know if you have any questions.
Respectfully,
Tara S. Byerly
Senior Adnlinistrative Assistant
4080 Lemon Street, 3rd Floor
Riverside, CA 92501
(951) 787·7141
1
Tara Byerly
From: Tara Byerly
Sent: Wednesday, September 21,2011 10:48 AM
To: Tara Byerly
Subject: RCTC September Budget and Implementation Committee Agenda
Importance: High
Your Budget and Implementation Committee agenda has been mailed to you. In addition, you can copy
the link and paste it into a web page.
http://www .rctc.org/downloads/BIC/agenda budgetandimplementation.pdf
Tara S. Byerly
Senior Achninistrative Assistant
4080 Lemon Street, 3rd Floor
Riverside, CA 92501
(951) 787-7141
1
" R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N C O M M I S S I O N
B U D G E T A N D I M P L E M E N T A T I O N C O M M I T T E E
w w w . r c t c . o r g
A G E N D A *
* A c t i o n s m a y b e t a k e n o n a n y i t e m l i s t e d o n t h e a g e n d a
9 : 3 0 a . m .
M o n d a y , S e p t e m b e r 2 6 , 2 0 1 1
B O A R D R O O M
C o u n t y A d m i n i s t r a t i v e C e n t e r
4 0 8 0 L e m o n S t r e e t , F i r s t F l o o r
R i v e r s i d e , C a l i f o r n i a
I n c o m p l i a n c e w i t h t h e B r o w n A c t a n d G o v e r n m e n t C o d e S e c t i o n 5 4 9 5 7 . 5 , a g e n d a m a t e r i a l s
d i s t r i b u t e d 7 2 h o u r s p r i o r t o t h e m e e t i n g , w h i c h a r e p u b l i c r e c o r d s r e l a t i n g t o o p e n s e s s i o n
a g e n d a i t e m s , w i l l b e a v a i l a b l e f o r i n s p e c t i o n b y m e m b e r s o f t h e p u b l i c p r i o r t o t h e m e e t i n g
a t t h e C o m m i s s i o n o f f i c e , 4 0 8 0 L e m o n S t r e e t , T h i r d F l o o r , R i v e r s i d e , C A r a n d o n t h e
C o m m i s s i o n ' s w e b s i t e , w w w . r c t c . o r g .
" I n c o m p l i a n c e w i t h t h e A m e r i c a n s w i t h D i s a b i l i t i e s A c t a n d G o v e r n m e n t C o d e S e c t i o n
5 4 9 5 4 . 2 , i f y o u n e e d s p e c i a l a s s i s t a n c e t o p a r t i c i p a t e i n a C o m m i t t e e m e e t i n g , p l e a s e
c o n t a c t t h e C l e r k o f t h e B o a r d a t ( 9 5 1 ) 7 8 7 - 7 1 4 1 . N o t i f i c a t i o n o f a t l e a s t 4 8 h o u r s p r i o r t o
m e e t i n g t i m e w i l l a s s i s t s t a f f i n - a s s u r i n g t h a t r e a s o n a b l e a r r a n g e m e n t s c a n b e m a d e t o
p r o v i d e a c c e s s i b i l i t y a t t h e m e e t i n g .
1 . C A L L T O O R D E R
2 . P L E D G E O F A L L E G I A N C E
3 . R O L L C A L L
4 . P U B L I C C O M M E N T S - E a c h i n d i v i d u a l s p e a k e r i s l i m i t e d t o s p e a k t h r e e ( 3 )
c o n t i n u o u s m i n u t e s o r l e s s . T h e C o m m i t t e e m a y , e i t h e r a t t h e d i r e c t i o n o f t h e
C h a i r o r b y m a j o r i t y v o t e o f t h e C o m m i t t e e , w a i v e t h i s t h r e e m i n u t e t i m e
l i m i t a t i o n . D e p e n d i n g o n t h e n u m b e r o f i t e m s o n t h e A g e n d a a n d t h e n u m b e r
o f s p e a k e r s , t h e C h a i r m a y , a t h i s / h e r d i s c r e t i o n , r e d u c e t h e t i m e o f e a c h
s p e a k e r t o t w o ( 2 ) c o n t i n u o u s m i n u t e s . A l s o , t h e C o m m i t t e e m a y t e r m i n a t e
p u b l i c c o m m e n t s i f s u c h c o m m e n t s b e c o m e r e p e t i t i o u s . I n a d d i t i o n , t h e
m a x i m u m t i m e f o r p u b l i c c o m m e n t f o r a n y i n d i v i d u a l i t e m o r t o p i c i s t h i r t y ( 3 D )
m i n u t e s . S p e a k e r s m a y n o t y i e l d t h e i r t i m e t o o t h e r s w i t h o u t t h e c o n s e n t o f
" t h e C h a i r . A n y w r i t t e n d o c u m e n t s t o b e d i s t r i b u t e d o r p r e s e n t e d t o t h e
C o m m i t t e e s h a l l b e s u b m i t t e d t o t h e C l e r k o f t h e B o a r d . T h i s p o l i c y a p p l i e s t o
P u b l i c C o m m e n t s a n d c o m m e n t s o n A g e n d a I t e m s .
Budget and Implementation Committee
September 26, 2011
Page 2
Under the Brown Act, the Board should not take action on or discuss matters •
raised during public comment portion .of the agenda which are not listed on the
agenda. Board members may refer such matters to staff for factual
information or to be placed on the subsequent agenda for consideration.
5. APPROVAL OF MINUTES -AUGUST 22, 2011
6. ADDITIONS/REVISIONS (The Committee may add an item to the Agenda after
making a finding that there is a need to take immediate action on the item and
that the item came to the attention of the Committee subsequent to the
posting of the agenda. An action adding an item to the agenda requires.
2/3 vote of the Committee. If there are less than 2/3 of the Committee
members present, adding an item to the agenda requires a unanimous vote.
Added items will be placed for discussion at the end of the agenda.)
7. FISCAL YEAR 2010/11 MEASURE A LOCAL STREETS AND ROADS BUDGET
ADJUSTMENT
Page 1
Overview
This item is for the Committee to: •1} Approve a budget adjustment for an increase in FY 2010/11 revenues
and expenditures related to Measure A local streets and roads
allocations; and
2} Forward to the Commission for final action.
8. 2012 STATE TRANSPORTATION IMPROVEMENT PROGRAM INTRA-COUNTY
FORMULA ADJUSTMENT
Page 3
Overview
This item is for the Committee to:
1} Approve the 2012 State Transportation Improvement Program (STIP)
intra-county formula percent adjustment; and
2) Forward to the Commission for final action.
•
Budget and Implementation Committee
September 26, 2011
Page 3
• 9. PARTICIPATION IN REGIONAL GRANT REGARDING EXPRESS AND TOLL
LANES
Page 6
Overview
This item is for the Committee to:
1) Direct staff to participate in the Southern California Association of
Governments' (SCAG) regional congestion pricing study known as the
Express Travel Choices study;
2) Approve Agreement No. 12-65-016-00 with SCAG in the amount of
$68,400 for the Commission's share of the local match for the $4 million
effort;
3) Authorize the Chair, pursuant to legal counsel review, to execute the
agreement on behalf of the Commission; and
4) Forward to the Commission for final action.
10. COUNTY OF RIVERSIDE FISCAL YEARS 2012·16 MEASURE A FIVE-YEAR
CAPITAL IMPROVEMENT PLAN FOR LOCAL STREETS AND ROADS
• Page 123
Overview
This item is for the Committee to:
1 ) Approve the county of Riverside's FY s 201 2 -1 6 Measure A Five-Year
Capital Improvement Plan (CIP) for Local Streets and Roads as submitted;
and
2) Forward to the Commission for final action.
11 . 2009 MEASURE A PROGRAM MAINTENANCE OF EFFORT
Page 136
Overview
This item is for the Committee to:
1 ) Approve the 2009 Measure A Maintenance of Effort (MOE) base year
level for the city of Hemet (Hemet);
2) Approve the retroactive application of Hemet's 2009 MOE to
FY 2009/10 and FY 2010/11, with the condition that there is no excess
MOE carryover available from the 1989 Measure A after FY 2008/09;
• 3) Make a revised finding that Hemet did meet its MOE for FY 2009/10;
and
4) Forward to the Commission for final action.
Budget and Implementation Committee
September 26, 2011
Page 4
12. COMMISSIONERS I STAFF REPORT •Overview
This item provides the opportunity for the Commissioners and staff to report
on attended and upcoming meeting/conferences and issues related to
Commission activities.
13. ADJOURNMENT AND NEXT MEETING
The next budget and Implementation Committee meeting is scheduled to be
held at 9:30 a.m., Monday, October 24, 2011, Board Chambers, First Floor,
County Administrative Center, 4080 Lemon Street, Riverside.
•
•
RIVERSIDE COUNTY TRANSPORTATION COMMISSION
BUDGET AND INIPLEMENTATION COMNIITTEE SIGN-IN SHEET
SEPTENIBER 26, 2011
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RIVERSIDE COUNTY TRANSPORTATION COMMISSION
BUDGET AND IMPLEMENTATION COMMITTEE
ROLL CALL
SEPTEMBER 26, 2011
County of Riverside, District II
County of Riverside, District III
City of Beaumont
City of Calimesa
City of Canyon Lake
City of Cathedral City
City of Coachella
City of Desert Hot Springs
City of Hemet
City of Indian Wells
City of Lake Elsinore
City of Murrieta
City of Rancho Mirage
City of Riverside
City of Temecula
Absent
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A G E N D A I T E M 5
M I N U T E S
" R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N C O M M I S S I O N
B U D G E T A N D I M P L E M E N T A T I O N C O M M I T T E E
M o n d a y , A u g u s t 2 2 , 2 0 1 1
M I N U T E S
1 . C A L L T O O R D E R
T h e m e e t i n g o f t h e B u d g e t a n d I m p l e m e n t a t i o n C o m m i t t e e w a s c a l l e d t o
o r d e r b y C h a i r S c o t t M a t a s a t 9 : 3 0 a . m . , i n t h e B o a r d R o o m a t t h e
C o u n t y o f R i v e r s i d e A d m i n i s t r a t i v e C e n t e r , 4 0 8 0 L e m o n S t r e e t , F i r s t F l o o r ,
R i v e r s i d e , C a l i f o r n i a , 9 2 5 0 1 .
2 . P L E D G E O F A L L E G I A N C E
A t t h i s t i m e , C o m m i s s i o n e r G r e g P e t t i s l e d t h e B u d g e t a n d I m p l e m e n t a t i o n
C o m m i t t e e i n a f l a g s a l u t e .
" 3 . R O L L C A L L
M e m b e r s l A l t e r n a t e s P r e s e n t M e m b e r s A b s e n t
S t e v e A d a m s D o u g l a s H a n s o n
R o g e r B e r g S c o t t H i n e s
M a r y C r a t o n J e f f S t o n e
R i c k G i b b s
S t e v e n H e r n a n d e z
B o b M a g e e
S c o t t M a t a s
G r e g P e t t i s
R o n R o b e r t s
L a r r y S m i t h
J o h n T a v a g l i o n e *
E l l a Z a n o w i c
* A r r i v e d a f t e r t h e m e e t i n g w a s c a l l e d t o o r d e r
4 . P U B L I C C O M M E N T S
" T h e r e w e r e n o r e q u e s t s t o s p e a k f r o m t h e p u b l i c .
RCTC Budget and Implementation Committee Minutes
August 22, 2011
Page 2
5. APPROVAL OF MINUTES -JUNE 27, 2011 •
M/S/C (Adams/Craton) to approve the minutes of June 27, 2011
meeting as submitted.
6. ADDITIONS / REVISIONS
There were no additions/revisions to the agenda.
7. CONSENT CALENDAR -All matters on the Consent Calendar will be
approved in a single motion unless a Commissioner(s) requests separate
action on specific item(s). Items pulled from the Consent Calendar will be
placed for discussion at the end of the agenda.
M/S/C (Adams/Smith) to approve the following Consent Calendar
item(s}:
7 A. QUARTERLY FINANCIAL STATEMENTS
1 ) Receive and file the Quarterly Financial Statements for the
period ended June 30, 2011; and
2) Forward to the Commission for final action. •
7B. QUARTERLY INVESTMENT REPORT
1) Receive and file the Quarterly Investment Report for the quarter
ended June 30, 2011; and
2} Forward to the Commission for final action.
7C. SINGLE SIGNATURE AUTHORITY REPORT
1 ) Receive and file the Single Signature Authority report for the
fourth quarter ended June 30, 2011; and
2) Forward to the Commission for final action.
70. QUARTERLY SALES TAX ANALYSIS
1) Receive and file the sales tax analysis for Quarter 1 (Q 1) 2011;
and
2) Forward to the Commission for final action.
•
RCTC Budget and Implementation Committee Minutes
• August 22, 2011
Page 3
8. CITY OF CATHEDRAL CITY FISCAL YEARS 2012-16 MEASURE A
FIVE-YEAR CAPITAL IMPROVEMENT PLAN FOR LOCAL STREETS AND
ROADS
Andrea Zureick, Senior Staff Analyst, presented an overview of the city of
Cathedral City's Measure A Five-Year Capital Improvement Plan for Local
Streets and Roads.
At this time, Commissioner John Tavaglione arrived at the meeting.
M/S/C (Hernandez/Smith) to:
1) Approve the city of Cathedral City's FYs 2012-16 Measure A
Five-Year Capital Improvement Plan (CIP) for Local Streets and
Roads as submitted; and
2) Forward to the Commission for final action.
9. 2009 MEASURE A PROGRAM MAINTENANCE OF EFFORT
• Theresia Trevino, Chief Financial Officer, presented a brief overview for the
2009 Measure A Maintenance of Effort (MOE) base year level requests for the
cities of Calimesa, Cathedral City, Coachella, Palm Desert, and Palm Springs.
M/S/C (Hernandez/Smith) to:
1) Approve the 2009 Measure A Maintenance of Effort (MOE)
base year levels for the following cities:
• Calimesa • Cathedral City • Coachella
• Palm Desert • Palm Springs; and;
2) Forward to the Commission for final action.
10. FISCAL YEAR 2011/12 ANNUAL LOCAL TRANSPORTATION FUND
PLANNING ALLOCATIONS TO WESTERN RIVERSIDE COUNCIL OF
GOVERNMENTS AND COACHELLA VALLEY ASSOCIATION OF
GOVERNMENTS
Theresia Trevino presented the FY 2011/12 annual Local Transportation
Fund (L TF) Planning fund allocations to Western Riverside Council of
Governments (WRCOG) and Coachella Valley Association of Governments
(CVAG).
•
RCTC Budget and Implementation Committee Minutes
August 22, 2011
Page 4
In response to Commissioner Roger Berg's question if the Transportation •
Development Act (TDA) specifically states WRCOG and CVAG are
responsible for allocating the L TF Planning funds, Theresia Trevino replied
she believes that is correct, however, she will need review to confirm.
Commissioner Berg expressed concern regarding the TDA language as the
city of Beaumont (Beaumont) is responsible for its transportation planning.
He stated WRCOG receives a percentage of funding from the Transportation
Uniform Mitigation Fee (TUMF) and asked why WRCOG is requesting L TF
Planning funds.
Theresia Trevino replied the funds that WRCOG receives since its inception
are for non-TUMF purposes for planning activities as detailed in its Work
Plan.
Commissioner Berg expressed concern that the activities listed by WRCOG in
its Work Plan overlap with several of the Southern California Association of
Governments' (SCAG) planning activities. He requested staff review the
TDA and provide clarification for the eligible subrecipients before the
September Commission meeting.
Anne Mayer, Executive Director, replied staff will review the TDA to
determine the eligible subrecipients. She explained since the Commission is •
not a council of governments (COG), typically the funds funnels to CVAG
and WRCOG to handle all COG-related activities that the Commission does
not engage in from a planning prospective. She stated these activities are
done at a local level as opposed to a SCAG level.
Commissioner Berg expressed concern that due to some changes within
WRCOG, it was no longer beneficial for Beaumont to be a member. He
believes the information regarding TDA may also be useful to other cities.
Commissioner Pettis recommended placing this agenda item on the
discussion calendar for the September Commission meeting.
M/S/C (Pettis/Hernandez) to:
1) Approve an allocation of local Transportation Fund (lTF)
Planning funds in the amount of $467,800 to the Western
Riverside Council of Governments (WRCOG) and $255,150 to
the Coachella Valley Association of Governments (CVAG)
•
RCTC Budget and Implementation Committee Minutes
• August 22, 2011
Page 5
to support transportation planning programs and functions as
identified in the FY 2011/12 l TF Program Objectives/Work Plan
(Work Plan); and
2) Forward to the Commission for final action.
11. UPDATE ON FEDERAL AND STATE lEGISLATION
Aaron Hake, Government Relations Manager, presented the bill positions and
an overview of federal and state legislative activities.
Commissioner Rick Gibbs discussed the issues and the extensive process for
receiving American Recovery and Reinvestment Act (ARRA) funding for the
city of Mur:rieta. He expressed appreciation to Anne Mayer and Raymond
Wolfe, Caltrans District 8, for providing guidance and course corrections.
•
Commissioner Steve Adams stated that while attending the 14th Annual
Transportation and Infrastructure Summit in August, Representative
John Mica announced the federal government will start pulling the federal
funds for high-speed rail from California. He suggested looking into the
billions taxpayers put into the high-speed rail in California and redirect it to
usable and functional programs .
M/S/C (Adams/Tavaglione) to:
1) Receive and file an update on federal and state legislation;
2) Adopt SUPPORT positions on the following bills:
a) H.R. 2398 (Miller) -Support;
b) H.R. 2766 (Miller) -Support;
c) H.R. 2538 (Calvert) -Support; and
3) Forward to the Commission for final action.
12. ITEM(S) PUllED FROM CONSENT CALENDAR AGENDA
There were no items pulled from the Consent Calendar.
13. COMMISSIONERS 1 EXECUTIVE DIRECTOR REPORT
Anne Mayer stated staff is monitoring the federal gas tax expiration issue .
•
RCTC Budget and Implementation Committee Minutes
August 22, 2011
Page 6
14. ADJOURNMENT AND NEXT MEETING •
There being no further business for consideration by the Budget and
Implementation Committee, the meeting was adjourned at 9:49 a.m.
The next meeting of the Budget and Implementation Committee is scheduled
for September 26, 2011 at 9:30 a.m.
Respectfu~ly submitted,
Jennifer Harmon
Clerk of the Board
•
•
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A G E N D A I T E M 7
"
"
"
R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N C O M M I S S I O N
D A T E : S e p t e m b e r 2 6 , 2 0 1 1
T O : B u d g e t a n d I m p l e m e n t a t i o n C o m m i t t e e
F R O M : M i c h e l e C i s n e r o s , A c c o u n t i n g a n d H u m a n R e s o u r c e s M a n a g e r
T H R O U G H : T h e r e s i a T r e v i n o , C h i e f F i n a n c i a l O f f i c e r
S U B J E C T : F i s c a l Y e a r 2 0 1 0 1 1 1 M e a s u r e A L o c a l S t r e e t s a n d R o a d s B u d g e t
A d j u s t m e n t
S T A F F R E C O M M E N D A T I O N :
T h i s i t e m i s f o r t h e C o m m i t t e e t o :
1 ) A p p r o v e a b u d g e t a d j u s t m e n t f o r a n i n c r e a s e i n F Y 2 0 1 0 / 1 1 r e v e n u e s a n d
e x p e n d i t u r e s r e l a t e d t o M e a s u r e A l o c a l s t r e e t s a n d r o a d s a l l o c a t i o n s ; a n d
2 ) F o r w a r d t o t h e C o m m i s s i o n f o r f i n a l a c t i o n .
S A C K G R O U N D I N F O R M A T l O N :
" A s p a r t o f t h e y e a r e n d c l o s i n g p r o c e d u r e s , t h e F Y 2 0 1 0 1 1 1 M e a s u r e A r e v e n u e s
h a v e b e e n d e t e r m i n e d t o b e $ 1 2 3 , 4 3 9 , 8 3 3 , a 7 . 8 % i n c r e a s e f r o m t h e F Y 2 0 0 9 1 1 0
M e a s u r e A r e v e n u e s o f $ 1 1 4 , 5 2 6 , 2 5 4 . T h e F Y 2 0 1 0 1 1 1 b u d g e t e d M e a s u r e A
r e v e n u e s w e r e $ 1 1 4 . 7 m i l l i o n .
A s a r e s u l t o f t h e h i g h e r r e v e n u e s , t h e r e i s a r e l a t e d i n c r e a s e i n t h e M e a s u r e A
l o c a l s t r e e t s a n d r o a d s a l l o c a t i o n s t h a t a r e t u r n e d b a c k a n d d i s b u r s e d t o t h e c o u n t y
a n d e l i g i b l e c i t i e s . A c c o r d i n g l y , a b u d g e t a d j u s t m e n t i s r e q u i r e d t o i n c r e a s e
b u d g e t e d M e a s u r e A l o c a l s t r e e t s a n d r o a d s r e v e n u e s a n d e x p e n d i t u r e s , a s f o l l o w s :
M e a s u r e A l o c a l F Y 2 0 1 0 / 1 1 F Y 2 0 1 0 / 1 1 B u d g e t
S t r e e t s a n d R o a d s B u d g e t A l l o c a t i o n s ( a c t u a l ) A d j u s t m e n t
W e s t e r n C o u n t y $ 2 4 , 2 2 6 , 0 0 0 $ 2 6 , 3 5 0 , 1 0 0 $ 2 , 1 2 4 , 1 0 0
C o a c h e l l a V a l l e y 9 , 5 3 9 , 0 0 0 1 0 , 0 0 9 , 6 0 0 4 7 0 , 6 0 0
P a l o V e r d e V a l l e y 8 1 3 , 0 0 0 8 6 6 , 8 0 0 5 3 , 8 0 0
T o t a l $ 3 4 , 5 7 8 , 0 0 0 $ 3 7 , 2 2 6 , 5 0 0 $ 2 , 6 4 8 , 5 0 0
" A g e n d a I t e m 7
1
Financiallnfonnation
$2,648,500 revenues
In Fiscal Year Budget: Amount: $2,648,500
expenditures
FY 2010/11No Year:
Source of Funds: -r=sure
oads
A Local Streets and Budget Adjustment: I Yes
267 71 401 40101 $ 2, 124,100 we LSR revenues
267 71 86104 2,124,100 we LSR expenditures
GLlProject Accounting No.: 257 71 401 40101
2577186104
470,600
470,600
ev LSR revenues
ev LSR expenditures
234 71 401 40101 53,800 PVV LSR revenues
Fiscal Procedures Approved:
23471 86104
~~
53,800 PVV LSR expenditures
I Date: I 09/20/2011
•
•
Agenda Item 7 •
2
"
A G E N D A I T E M 8
"
"
"
R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N C O M M I S S I O N
D A T E : S e p t e m b e r 2 6 , 2 0 1 1
T O : B u d g e t a n d I m p l e m e n t a t i o n C o m m i t t e e
F R O M : S h i r l e y M e d i n a , P r o g r a m m i n g a n d P l a n n i n g M a n a g e r
T H R O U G H : C a t h y B e c h t e l , P r o j e c t D e v e l o p m e n t D i r e c t o r
S U B J E C T : 2 0 1 2 S t a t e T r a n s p o r t a t i o n I m p r o v e m e n t P r o g r a m I n t r a - c o u n t y
F o r m u l a A d j u s t m e n t
S T A F F R E C O M M E N D A T I O N :
T h i s i t e m i s f o r t h e C o m m i t t e e t o :
1 } A p p r o v e t h e 2 0 1 2 S t a t e T r a n s p o r t a t i o n I m p r o v e m e n t P r o g r a m ( S T I P ) i n t r a �
c o u n t y f o r m u l a p e r c e n t a d j u s t m e n t ; a n d
2 } F o r w a r d t o t h e C o m m i s s i o n f o r f i n a l a c t i o n .
B A C K G R O U N D I N F O R M A T l O N :
" P e r t h e S T I P I n t r a - c o u n t y m e m o r a n d u m o f u n d e r s t a n d i n g ( M O U l , t h e f o r m u l a
p e r c e n t a g e a p p l i e d t o t h e S T I P p r o g r a m m i n g c a p a c i t y m u s t b e a d j u s t e d t o r e f l e c t
t h e c u r r e n t a p p o r t i o n m e n t o f M e a s u r e A t a x a b l e s a l e s b y g e o g r a p h i c a r e a . T h e
a d j u s t m e n t i s t o b e d o n e e a c h o d d y e a r p r i o r t o t h e s u b m i t t a l o f t h e S T I P t o t h e
C a l i f o r n i a T r a n s p o r t a t i o n C o m m i s s i o n ( C T C ) .
B a s e d o n t h e t a x a b l e s a l e s b y g e o g r a p h i c a r e a u s e d f o r t h e F Y 2 0 1 0 / 1 1 M e a s u r e A
a l l o c a t i o n s , t h e p e r c e n t a g e s p l i t i s a s f o l l o w s :
W e s t e r n C o u n t y : 7 5 . 5 9 %
C o a c h e l l a V a l l e y : 2 3 . 6 9 %
P a l o V e r d e V a l l e y : 0 . 7 2 %
T h e M e a s u r e A a n d S T I P i n t r a - c o u n t y p e r c e n t a g e s a b o v e d i f f e r f r o m t h e L o c a l
T r a n s p o r t a t i o n F u n d { L T F } a l l o c a t i o n s , w h i c h a r e b a s e d o n p o p u l a t i o n b y g e o g r a p h i c
a r e a . A d d i t i o n a l l y , t h e L T F p l a n n i n g f u n d a l l o c a t i o n s , a f t e r a n a l l o c a t i o n t o t h e
C o m m i s s i o n , W e s t e r n R i v e r s / d e C o u n c i l o f G o v e r n m e n t s , a n d t h e C o a c h e l l a V a l l e y
A s s o c i a t i o n o f G o v e r n m e n t s ( C V A G ) , a s a p p r o v e d a t t h e S e p t e m b e r C o m m i s s i o n
m e e t i n g , a p p r o x i m a t e d 6 5 % a n d 3 5 % , r e s p e c t i v e l y .
" A g e n d a I t e m 8
3
Attachment represents the STIP intra-county formula with the above percentages. •
Based on these percentages, 2012 STIP funds will be allocated to the subregions
as follows:
Western County: $69,216,448
Coachella Valley: $21,692,521
Palo Verde Valley: $ 659,291
Total $91,568,260
Staff will recommend programming of funds for Western County. CVAG is
responsible for recommending programming of funds allocated to the Coachella
Valley. Staff will work with the city of Blythe and the county of Riverside
regarding the Palo Verde Valley STIP recommendation. Adoption of the 2012 STIP
by the CTC is scheduled in March 2012. Regions are to submit their respective
STIP proposals to the CTC by December 15, 2011. Riverside County's 2012 STIP
is currently scheduled for approval at the November Commission meeting.
There is no financial impact, as the STIP funds generally do not flow directly
through the Commission.
Attachment: 2012 STIP Intra-County Formula for New Program Capacity •
Agenda Item 8 •
4
" " "
- - - D R A F T - - �
2 0 1 2 S T I P I n t r a - C o u n t y F o r m u l a f o r N e w P r o g r a m C a p a c i t y
2 0 1 2 S T I P N e w F u n d i n g C a p a c i t y f o r P r o g r a m m i n g $ 9 3 , 4 3 7 , 0 0 0
2 % P l a n n i n g , P r o g r a m m i n g & M o n i t o r i n g $ 1 , 8 6 8 , 7 4 0
F o r m u l a B r e a k d o w n :
W e s t e r n C o u n t y 7 5 . 5 9 % $ 1 , 4 1 2 , 5 8 1
C o a c h e l l a V a l l e y 2 3 . 6 9 % $ 4 4 2 , 7 0 5
P a l o V e r d e V a l l e y 0 . 7 2 % $ 1 3 , 4 5 5
T o t a l P P M A v a i l a b l e $ 1 , 8 6 8 , 7 4 0
S T I P F u n d s A v a i l a b l e f o r N e w P r o g r a m C a p a c i t y $ 9 1 , 5 6 8 , 2 6 0
F o r m u l a B r e a k d o w n :
W e s t e r n C o u n t y 7 5 . 5 9 % $ 6 9 , 2 1 6 , 4 4 8
C o a c h e l l a V a l l e y 2 3 . 6 9 % $ 2 1 , 6 9 2 , 5 2 1
* P a l o V e r d e V a l l e y 0 . 7 2 % $ 6 5 9 , 2 9 1
T o t a l N e w P r o g r a m C a p a c i t y $ 9 1 , 5 6 8 , 2 6 0
5
"
A G E N D A I T E M 9
"
"
"
R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N C O M M I S S I O N
D A T E : S e p t e m b e r 2 6 , 2 0 1 1
T O : B u d g e t a n d I m p l e m e n t a t i o n C o m m i t t e e
F R O M : J o h n S t a n d i f o r d , D e p u t y E x e c u t i v e D i r e c t o r
T H R O U G H : A n n e M a y e r , E x e c u t i v e D i r e c t o r
S U B J E C T : P a r t i c i p a t i o n i n R e g i o n a l G r a n t R e g a r d i n g E x p r e s s a n d T o l l L a n e s
S T A F F R E C O M M E N D A T l O N :
T h i s i t e m i s f o r t h e C o m m i t t e e t o :
1 ) D i r e c t s t a f f t o p a r t i c i p a t e i n t h e S o u t h e r n C a l i f o r n i a A s s o c i a t i o n o f
G o v e r n m e n t s ' ( S C A G ) r e g i o n a l c o n g e s t i o n p r i c i n g s t u d y k n o w n a s t h e
E x p r e s s T r a v e l C h o i c e s s t u d y ;
2 } A p p r o v e A g r e e m e n t N o . 1 2 - 6 5 - 0 1 6 - 0 0 w i t h S C A G i n t h e a m o u n t o f
$ 6 8 , 4 0 0 f o r t h e C o m m i s s i o n ' s s h a r e o f t h e l o c a l m a t c h f o r t h e $ 4 m i l l i o n
e f f o r t ;
" 3 } A u t h o r i z e t h e C h a i r , p u r s u a n t t o l e g a l c o u n s e l r e v i e w , t o e x e c u t e t h e
a g r e e m e n t o n b e h a l f o f t h e C o m m i s s i o n ; a n d
4 ) F o r w a r d t o t h e C o m m i s s i o n f o r f i n a l a c t i o n .
B A C K G R O U N D I N F O R M A T I O N :
E a r l i e r t h i s y e a r , S C A G , t h e C a l i f o r n i a D e p a r t m e n t o f T r a n s p o r t a t i o n ( C a l t r a n s ) a n d
t h e L o s A n g e l e s C o u n t y M e t r o p o l i t a n T r a n s p o r t a t i o n A u t h o r i t y ( M e t r o ) e m b a r k e d
o n a p l a n n i n g e f f o r t r e g a r d i n g t h e u s e o f t o l l s a n d o t h e r c o n g e s t i o n p r i c i n g
s t r a t e g i e s f o r t h e S o u t h e r n C a l i f o r n i a r e g i o n . T h e g o a l b e h i n d t h e e f f o r t i s t o b r i n g
a b o u t a n o p p o r t u n i t y f o r t r a n s p o r t a t i o n a g e n c i e s i n S o u t h e r n C a l i f o r n i a t o
c o o r d i n a t e t h e i r o n g o i n g e f f o r t s t o d e v e l o p t o l l f a c i l i t i e s t o e n s u r e t h a t r e g i o n a l
i s s u e s a r e c o n s i d e r e d a n d a d d r e s s e d . T h i s i s e s p e c i a l l y i m p o r t a n t i n t h a t
c o n g e s t i o n p r i c i n g a n d o t h e r i n n o v a t i v e f o r m s o f t r a n s p o r t a t i o n f i n a n c i n g w i l l l i k e l y
b e i n c l u d e d i n t h e n e x t R e g i o n a l T r a n s p o r t a t i o n P l a n ( R T P ) t h a t w i l l b e a d o p t e d b y
S C A G n e x t y e a r .
W i t h t h i s g o a l i n m i n d , S C A G a n d M e t r o a p p l i e d f o r a n d s u b s e q u e n t l y r e c e i v e d a
$ 3 . 2 m i l l i o n f e d e r a l g r a n t t o f u n d a s t u d y o f a r e g i o n a l h i g h o c c u p a n c y t o l l ( H O T )
l a n e n e t w o r k a n d a c o r d o n p r i c i n g s t u d y o f v a r i o u s l o c a t i o n s i n L o s A n g e l e s .
"
6
A g e n d a I t e m 9
The Commission's interest in this study is limited to consideration of a regional
HOT lane network because it is pursuing a $1.3 billion widening of State Route 91
through the city of Corona, which includes express lanes similar to those in
Orange County. When surveying the region, in addition to the existing express
lanes in Orange County, Metro is constructing HOT lanes on Interstates 10 and
110, San Bernardino Associated Governments (SANBAG) is studying the idea, the
Orange County Transportation Authority (OCTA) is considering HOT lanes on 1-405,
and the Transportation Corridor Agencies (TCA) owns and operates three toll
facilities in Orange County. In addition, there are two toll facilities currently in
. operation in San Diego County, which is outside the SCAG region but relevant to
motorists throughout Southern California.
Each of these facilities differs slightly in terms of their operation, location, regional
impact, and philosophy behind their development. For example, Metro is
converting existing high occupancy vehicle lanes into HOT lanes to improve traffic
flow and fund additional transit service, while the Commission's SR-91 Corridor
Improvement Project seeks to expand highway capacity while offering more
efficient public transit service along the corridor.
By providing a share of the local match for this study, the Commission will
continue to playa key role in providing input and guidance regarding the direction
of the work effort. The effort will be helpful to Riverside County's SCAG
representatives as they consider issues involving the RTP. In the past, the
Commission has helped fund the local match of a regional study involving goods
movement that was led by SCAG, but involved the participation of transportation
agencies throughout the region.
The $68,400 amount represents the Commission's share of the portion of the
grant that involves the HOT lane network. Overall, a match of $800,000 is needed
to ensure a grant of $3.2 million. The HOT lane network portion of the grant
represents 43 percent of the match amount and is being split five ways. The
Commission, OCTA, and SANBAG are expected to pay the same amount of
$68,400 each, while Metro and SCAG will pay a higher amount totaling $297,400
each due to the cordon area pricing component of the study exclusive to
Los Angeles County_ Preparation of Agreement No. 12-65-016-00 with SCAG for
the Commission's share of the match amount has not been completed. Staff
recommends that the Commission authorize the Executive Director, subject to legal
counsel review, to execute the agreement.
Cordon pricing involves a toll charge that is assessed on motorists for entering a
particular area during congested hours. It is currently used in congested areas of
London, Singapore, and Stockholm. It is usually confined to the Central Business
District, airports, and other high activity areas. This kind of financing scheme is
•
•
•
7
Agenda Item 9
" n o t b e i n g c o n s i d e r e d i n R i v e r s i d e , O r a n g e , o r S a n B e r n a r d i n o C o u n t i e s , a n d t h a t
p a r t i c u l a r c o m p o n e n t o f t h e s t u d y w i l l n o t i n v o l v e a l o c a l m a t c h o u t s i d e o f S C A G
a n d M e t r o .
F i n a n c i a l I n f o n n a t i o n
I n F i s c a l Y e a r B u d g e t : I Y e s Y e a r : I F Y 2 0 1 1 / 1 2 A m o u n t : I $ 6 8 , 4 0 0
i S o u r c e o f F u n d s : I S T I P P P M f u n d s B u d g e t A d j u s t m e n t : J N o
" G L / P r o j e c t A c c o u n t i n g N o . : 6 5 2 0 4 0 8 1 5 0 1 1 0 6 6 5 8 1 5 0 1
F i s c a l P r o c e d u r e s A p p r o v e d : ~ ~ J D a t e : I 0 9 / 2 0 / 2 0 1 1
A t t a c h m e n t : E x p r e s s T r a v e l C h o i c e s ( P h a s e I / )
"
" A g e n d a I t e m 9
8
Value Pricing Pilot Program Express Travel Choices (Phase II) Proposal
•
This page intentionally left blank •
•
10
" F e b r u a r y 2 , 2 0 1 1
M s . A n g e l a J a c o b s
F H W A O f f i c e o f O p e r a t i o n s
M a i l S t o p : E 8 6 - 2 0 5
1 2 0 0 N e w J e r s e y A v e n u e , S E
W a s h i n g t o n , D C 2 0 5 9 0
R E : V a l u e P r i c i n g P i l o t P r o g r a m - E x p r e s s T r a v e l C h o i c e s ( P h a s e I I ) P r o p o s a l
D e a r M s . J a c o b s :
T h e C a l i f o r n i a D e p a r t m e n t o f T r a n s p o r t a t i o n ( C a l t r a n s ) , t h e S o u t h e r n C a l i f o r n i a A s s o c i a t i o n o f
G o v e r n m e n t s ( S C A G ) , a n d l o s A n g e l e s C o u n t y M e t r o p o l i t a n T r a n s p o r t a t i o n A u t h o r i t y ( M e t r o ) h a v e
e x p e n d e d s i g n i f i c a n t r e s o u r c e s o v e r t h e l a s t t h r e e y e a r s t o s t u d y t h e p o t e n t i a l f o r u s i n g v a l u e p r i c i n g
s t r a t e g i e s t o c o m b a t g r o w i n g c o n g e s t i o n i n S o u t h e r n C a l i f o r n i a . T h e s e s t r a t e g i e s f i t w i t h i n o u r s h a r e d
s y s t e m m a n a g e m e n t p h i l o s o p h y a n d r e f l e c t t h e f a c t t h a t t h e r e g i o n c a n n o t s i m p l y b u i l d i t s w a y o u t o f
c o n g e s t i o n . O u r v a l u e p r i c i n g s t r a t e g i e s p r o v i d e a n i n n o v a t i v e a p p r o a c h t o a l t e r t r a v e l b e h a v i o r a n d
e n c o u r a g e t h e u s e o f a l t e r n a t i v e m o d e s . I n a d d i t i o n , t h e s e s t r a t e g i e s w i l l h e l p S o u t h e r n C a l i f o r n i a m e e t
i t s g r e e n h o u s e g a s ( G H G ) e m i s s i o n r e d u c t i o n c o m m i t m e n t s u n d e r C a l i f o r n i a S e n a t e B i l l 3 7 5 ( S B 3 7 5 ) .
" S C A G ' s r e g i o n a l c o n g e s t i o n p r i c i n g s t u d y , a l s o k n o w n a s t h e E x p r e s s T r a v e l C h o i c e s s t u d y , r e p r e s e n t s
n e a r l y $ 4 m i l l i o n i n r e s o u r c e e x p e n d i t u r e s t o f a c i l i t a t e e n h a n c e d e v a l u a t i o n a n d u n d e r s t a n d i n g o f t r a v e l
b e h a v i o r a l i m p a c t s f r o m p r i C i n g . C a l t r a n s , M e t r o , a n d o t h e r t r a n s p o r t a t i o n p a r t n e r s i n t h e r e g i o n h a v e
c o n t r i b u t e d s e v e r a l m i l l i o n i n a d d i t i o n a l p r e - i m p l e m e n t a t i o n f u n d s b y c o n d u c t i n g d e m o n s t r a t i o n
p r o j e c t s o n t h e 1 - 1 1 0 a n d 1 - 1 0 a n d p l a n n i n g f o r o t h e r v a l u e p r i c i n g p r o j e c t s . T h e s e e f f o r t s h a v e e n a b l e d
t h e r e g i o n t o m o v e b e y o n d p l a n n i n g a n d f e a s i b i l i t y t e s t i n g . H o w e v e r , t h e r e g i o n n e e d s f e d e r a l f i n a n c i a l
a s s i s t a n c e t o m o v e m o r e a g g r e s s i v e l y i n t h a t d i r e c t i o n .
F i n d i n g s f r o m t h e E ; p r e s s T r a v e l C h o i c e s s t u d y i n d i c a t e t h a t r e d u c i n g c o n g e s t i o n c a n h a v e a s i g n i f i c a n t
i m p a c t o n S o u t h e r n C a l i f o r n i a ' s e c o n o m y . F o r e v e r y 1 0 - p e r c e n t r e d u c t i o n i n d e l a y , t h e r e g i o n w i l l a d d
$ 1 7 b i l l i o n a n n u a l l y i n G r o s s R e g i o n a l P r o d u c t a n d 1 3 2 , 0 0 0 t o t a l j o b s . C a l i f o r n i a a n d t h e r e g i o n n e e d a
s u b s t a n t i a l f e d e r a l c o n t r i b u t i o n t o f a c i l i t a t e i m p l e m e n t a t i o n a s q u i c k l y a s p o s s i b l e . R e l y i n g o n o n l y s t a t e
a n d l o c a l f u n d i n g w o u l d d e l a y i m p l e m e n t a t i o n a n d r e a l i z a t i o n o f t h e s e e c o n o m i c b e n e f i t s .
S o u t h e r n C a l i f o r n i a ' s t r a n s p o r t a t i o n p a r t n e r s a r e s u b m i t t i n g t h i s f u l l g r a n t a p p l i c a t i o n t o t h e F e d e r a l
H i g h w a y A d m i n i s t r a t i o n ( F H W A ) t o s e e k f u n d i n g a s s i s t a n c e f r o m t h e V a l u e P r i c i n g P i l o t ( V P P ) p r o g r a m i n
r e s p o n s e t o t h e F e d e r a l R e g i s t e r n o t i c e d a t e d O c t o b e r 1 9 , 2 0 1 0 . W e p r o p o s e t o d e v e l o p a n
i m p l e m e n t a t i o n p l a n , E x p r e s s T r a v e l C h o i c e s ( P h a s e 1 1 ) , f o r a t w o - p r o n g e d p r i c i n g s t r a t e g y :
1 ) B u i l d - o u t o f t h e e x i s t i n g a n d p l a n n e d m a n a g e d n e t w o r k o f e x p r e s s / H O T l a n e s a c r o s s S o u t h e r n
C a l i f o r n i a .
2 } I n t e g r a t i o n w i t h o n e o r m o r e p i l o t p r o j e c t s f o r c o r d o n / a r e a p r i c i n g w i t h i n s p e c i f i c m a j o r a c t i v i t y
" c e n t e r s { e . g . , d o w n t o w n l o s A n g e l e s u r b a n c o r e a n d t h e v i c i n i t y o f t h e l o s A n g e l e s W o r l d
A i r p o r t s c o m p l e x } .
1 1
Ms. Jacobs February 2. 2011
We previously submitted a sketch plan that summarized our proposed value pricing project for review
and comment by FHWA. We appreciate the guidance you provided and have addressed all comments •
received in our proposal:
• Provide detailed budget breakdown by task. We provide a detailed itemized budget for
developing the implementation plan in Section 10 of this proposal. We have scaled our request
for VPP program funds back to $4 million. We understand that this may still be high in
comparison to the total funds avaifable to award. The itemized budget should allow the review
team to select higher priority portions of the proposal to receive funding, if sufficient funds are
not available for the full requested amount.
• Identify champion and attach supporting documentation on potential to obtain State Legislature
approval of cordon/area pricing. The City of Los Angeles is a major supporter and a letter of
support is included in Appendix B. The State Legislature has previously indicated support for
value pricing strategies with recent passage of California Assembly Bill 798 (AB 798).
• Provide quantitative measures of potential impacts by strategies. Our proposed value pricing
strategy integrates both express/HOT lanes and cordon/area pricing. In Section 5 of our
proposal, we provide our best estimates of how the value pricing strategy will meet the VPP
program goals. As part of our implementation plan, SCAG will continue to enhance its travel
demand model to capture the impact on level of service, flows, speeds, safety, mode choice,
route, and time-of-day, auto occupancy, transit usage, and parking utilization. The
implementation plan will also include an evaluation of the performance of the pricing
alternatives. Air quality and GHG impacts will be included in the analysis.
• Address the eligibility of hybrid vehicles. California Vehicle Code §520S.5 allows for 85,000 Clean
Air Vehicle Stickers to be issued to hybrid vehicles. All 85,000 stickers have been assigned.
Recent State law, Senate Bill 535 extends the use of Clean AirStickers for hybrids through July 1,
2011. The stickers must also be reauthorized by FHWA and will expire sooner if reauthorization
is not provided. Carpool lane use may be restricted at any time by State and federal law for all
Clean Air Vehicles carrying fewer occupants than the posted minimum requirement, if their
presence is determined by Caltrans to contribute to increased traffic congestion, increased
travel times, and decreased sustained travel speeds. Hybrids are currently treated as standard
vehicles on the 91 Express Lanes and the Metro's ExpressLanes demonstration projects on the
1-110 and 1-10. Hybrids are expected to be treated similarly under the proposed expreSS/HOT
lane network and cordon/area pricing strategies. However, this issue will be explored in the
implementation plan.
Southern California's transportation partners thank you and FHWA for your leadership. FHWA's support
for Metro's Congestion Reduction Demonstration Project has helped Los Angeles reduce congestion and
establish a foundation for value pricing as part our system management toolkit. Our proposed pre
implementation project will build on this previous pioneering effort and continue to break new ground
by testing cordon/area pricing with a regional express/HOT lane network. This will be the first place in
the United States that cordon/area pricing will be integrated with a regional HOT lane network.
According to Texas Transportation Institute's Urban Mobility Report, Southern California leads the
•
nation in congestion. As such, we are an ideal laboratory for testing innovative congestion reduction •
12
Ms. Jacobs February 2, 2011
• measures. Our proposed pre-implementation project will provide a valuable addition to the VPP
program. We ask you to consider the following aspects of our application:
• The project is located in the nation's second largest metropolitan area and the most congested
region.
• The project includes cordon/area pricing, which is a less-tested, innovative strategy.
• The project will use traveler surveys to advance the understanding of traveler behavior and
transportation economics. It will also build on public opinion surveys conducted for the Express
Travel Choices study to assess user acceptance of these strategies.
• The project can take advantage of the region's already extensive monitoring capabilities through
the Freeway Performance Measurement System (PeMS). In combination with traveler surveys,
we will monitor the effects on driver behavior, congestion dynamics (e.g., speeds, traffic
volumes, and travel time reliability), as well as transit ridership.
• The project will help the nation get more out the existing infrastructure without major
expansion and improve mobility, travel time reliability, and safety.
• The project combines managed lanes with cordon/area pricing strategies not tested elsewhere
in the United States.
• The project encourages the use of alternative travel modes and supports efforts to reduce GHG
emissions and to promote environmental sustainability.
• The project builds on extensive regional studies of congestion priCing to enhance
implementation.
•
Additionally, our proposal directly meets the core outcome measures identified by FHWA as follows:
• Livability. Our proposal builds on regional efforts to promote smart growth and integrated
transportation and land use decision-making. It targets areas in which we have invested heavily
in transit and neighborhood deSign. Complementary value pricing strategies (especially
cordon/area pricing) will leverage this investment and promote non-motorized travel as a viable
alternative.
• Sustainability. As part of the overall 2012 Regional Transportation Plan, the region will reduce
greenhouse gas emissions by 8 percent per capita by 2020 and by 13 percent per capita by 2035.
These reductions in climate change related emissions cannot be achieved without value pricing
strategies. Based on our initial analYSis, a broad array of pricing strategies is needed to achieve
our reduction goals for greenhouse gas emissions.
• Equity. Southern California's experience with HOT lanes has taught us that value pricing can be
less regressive than traditional transportation funding sources. It has also given us
opportunities to develop mitigation measures, such as Metro's Toll Credit Program, to address
equity concerns.
• Congestion reduction. Our proposal benefits from cutting-edge work in the region to promote
solutions to our long-standing congestion problem. This ranges from development of the
nation's most extensive HOV system to regional deployment of ramp metering, freeway service
patrol, traveler information services, and other strategies focused on optimizing the use and
productivity of our existing transportation infrastructure. Value pricing will serve as a critical
addition to our congestion management approach.
• Safety. The combination of express/HOT lanes and cordon/area priCing will result in a
substantial shift to transit, reducing the overall amount of driving and cutting exposure to
• crashes .
13
Ms. Jacobs February 2, 2011
• State of good repair. Our strategies are anticipated to make additional funds available for
operations and maintenance along the corridors where they are implemented. Furthermore,
these strategies will helps to maximize operational performance and avoid the need for •
expansion. In the long-term, this reduces our overall system maintenance needs.
We look forward to working with you and your staff throughout the evaluation and screening process. If
you have any questions about our proposed pre-implementation project, please feel free to contact
myself, Annie Nam of SCAG at (213) 236-1827 or Stephanie Wiggins of Metro at (213) 922-1023.
Sincerely,
Frank Quon
Deputy District Director -Division of Operations, Caltrans District 7
SOUTHUI.H (ALlFOII"NIA
q,Metro
ASSOCIATION of
GOVERNMENTS
•
•
14
Value Pricing Pilot Program Express Travel Choices (Phase /I) Proposal
•
TABLE OF CONTENTS
BACKGROUND INFORMATION .......................................................................................................................... 1
Contact Person .............................................................................................................................................. 7
Description of Agencies Requesting Funding ............................................................................................... 7
Funding Only Statement ............................................................................................................................... 8
Description of Operating Agencies ............................................................................................................... 8
CORE APPLICATION .............................................................................................................................................. 9
•
1 Description of Congestion Problem ......................................................................................................... 11
2 Proposed Pricing Program ....................................................................................................................... 15
3 Facilities Covered ..................................................................................................................................... 22
4 Anticipated Effects ................................................................................................................................... 23
5 Addressing Program Goals ....................................................................................................................... 24
6 Social and Economic Effects ..................................................................................................................... 28
7 Role of Alternative Modes ....................................................................................................................... 29
8 Project Tasks ............................................................................................................................................32
9 Project Timeline .......................................................................................................................................38
10 Itemized Budget .............. , ...................................................................................................................... 39
11 Monitoring Plan .....................................................................................................................................40
12 Finance and Revenue Plan ..................................................................................................................... 41
13 Previous Public Involvement .................................................................................................................. 42
14 Legal and Administrative Requirements ................................................................................................ 42
15 Private Entity Involvement ..................................................................................................................... 43
16 Toll Collection Equipment ...................................................................................................................... 44
APPENDICES
Appendix A: California HOV/Express Lane Business Excerpt
Appendix B: Letters of Support
Appendix C: Recent Media Clips
Appendix D: Evaluation Framework for 1-10 and 1-110 Pricing Demonstrations -Executive Summary
Appendix E: Copy of Title 21
•
15
"
T h i s p a g e i n t e n t i o n a l l y l e f t b l a n k "
"
1 6
Value Pricing Pilot Program Express Travel Choices (Phase /I) Proposal
•
• BACKGROUND INFORMATION
• 1
17
Value Pricing Pilot Program Express Travel Choices (Phase II) Proposal
•
This page intentional1y left blank •
2
•
18
Value Pricing Pilot Program Express Trovel Choices (Phose II) Proposal
• The California Department of Transportation (Caltrans), the Southern California Association of
Governments (SCAG), and los Angeles County Metropolitan Transportation Authority (Metro), have
expended significant resources over the last three years to study the potential for using value pricing
strategies to combat growing congestion in Southern California. These strategies fit within our shared
system management philosophy and reflect the fact that the region cannot simply build its way out of
congestion. The strategies provide an innovative approach to alter travel behavior and encourage the
use of alternative travel modes. In addition, value pricing strategies have the potential to help Southern
California meet its greenhouse gas (GHG) emission reduction commitments under California Senate Bill
375 (SB 375).
Mobility Challenges
Vehicle-miles traveled (VMT) in the SCAG region has grown slightly faster than population (see Figure 1).
While this indicates that per capita VMT continues to grow, it has worrying implications for congestion
and GHG emissions. The SCAG region is already experiencing hyper-congestion, so even small additions
to VMT will generate large increases in traveler delay. Over the last decade, vehicle-hours of delay have
grown twice as fast as population. Without measures to curtail VMT, congestion will get much worse.
Figure 1: Growth in Population, VMT, and Congestion in Southern California
50%
•
r:::
0
0
N to en en =.
III.. c::
." .t:
U
C
OJ
~
OJ
0
•
-4>-Daily Vehicle-Hours of Delay
45%
-tr-Vehicle-Miles Traveled {VMT}
-{1)-Population
40%
Total Directional Urban Freeway Miles
3?%
3(}%
25%
20%
15%
10%
Year
Source: SCAG Express Travel Choices Study
Caltrans and the region understand that system management practices will be critical to addressing
congestion. In its 2004 Regional Transportation Plan, SCAG recognized that infrastructure expansion has
3
19
Value Pricing Pilot Program Express Travel Choices (Phose 1/) Proposal
not kept pace with demand, and adopted a system management philosophy to address Southern •
California's current and future transportation needs in a comprehensive manner. Similarly, Caltrans
developed its Transportation Management System (TMS) Master Plan. The TMS Master Plan outlines a
new approach to improve mobility across California that includes an emphasis on productiVity,
reliability, flexibility, safety, and performance using TMS elements, Active Transportation Demand
Management (ATOM), and other operational strategies. Figure 2 illustrates core components ofthese
system management approaches. As with several recent federal initiatives, the emphasis is on getting
more out of the region's existing transportation system through innovative approaches. To support the
system management philosophy, Caltrans, SCAG, and local agencies have embarked on a series of
Corridor System Management Plan (CSMP) studies to identify bottlenecks and potential system
management strategies for improving system performance.
Figure 2: Components of System Management Philosophy
•
Air Quality/Greenhouse Gas Emissions
The projected increase in traffic and congestion will compound existing air quality problems in Southern
California. Despite improvements gained in the last two decades, the SCAG region continues to have the
worst air quality in the nation. Much of the region exceeds the National Ambient Air Quality Standards
(NMQS) identified in the federal Clean Air Act. Given that over one-third of air pollutants in the region
come from transportation sources, rapidly worsening traffic congestion poses ongoing air quality
challenges and health threats to the public. Of the people nationwide that are exposed to PM 2.5 levels
exceeding the federal health-based standard, 52 percent live in the SCAG region. With pending
4 •
20
" V a l u e P r i c i n g P i l o t P r o g r a m E x p r e s s T r a v e l C h o i c e s ( P h a s e 1 / ) P r o p o s a l
p r o p o s e d r e v i s i o n s t o s t r e n g t h e n t h e N A A Q S f o r g r o u n d - l e v e l o z o n e , t h e r e i s g r e a t e r u r g e n c y p l a c e d o n
t h e r e g i o n ' s a b i l i t y t o m a n a g e c o n g e s t i o n b e t t e r a n d a c h i e v e a i r q u a l i t y g o a l s .
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T r a n s p o r t a t i o n r e p r e s e n t s 3 8 p e r c e n t o f t o t a l e m i s s i o n s a n d i s t h e l a r g e s t s o u r c e o f G H G e m i s s i o n s i n
C a l i f o r n i a . T h e S t a t e o f C a l i f o r n i a h a s a g g r e s s i v e l y c o m m i t t e d t o r e d u c i n g i t s c o n t r i b u t i o n t o c l i m a t e
c h a n g e b y p a s s i n g A s s e m b l y B i l l 3 2 ( t h e G l o b a l W a r m i n g S o l u t i o n s A c t o f 2 0 0 6 ) a n d S e n a t e B i l l 3 7 5 ( S B
3 7 5 ) . A B 3 2 e s t a b l i s h e d a 2 0 2 0 G H G e m i s s i o n s r e d u c t i o n g o a l a n d d i r e c t e d t h e C a l i f o r n i a A i r R e s o u r c e s
B o a r d ( C A R B ) t o d e v e l o p d i s c r e t e e a r l y a c t i o n s f o r r e d u c i n g G H G e m i s s i o n s .
S B 3 7 5 e n h a n c e s C a l i f o r n i a ' s a b i l i t y t o r e a c h i t s A B 3 2 g o a l s b y p r o m o t i n g g o o d p l a n n i n g w i t h t h e g o a l o f
m o r e s u s t a i n a b l e c o m m u n i t i e s . S B 3 7 5 r e q u i r e s C A R B t o d e v e l o p 2 0 2 0 a n d 2 0 3 5 G H G e m i s s i o n
r e d u c t i o n t a r g e t s f o r p a s s e n g e r v e h i c l e s f o r e a c h M P O r e g i o n i n C a l i f o r n i a . E a c h M P O m u s t p r e p a r e a
" s u s t a i n a b l e c o m m u n i t i e s s t r a t e g y " ( S C S ) t o m e e t i t s G H G e m i s s i o n r e d u c t i o n t a r g e t t h r o u g h i n t e g r a t e d
l a n d u s e , h o u s i n g , a n d t r a n s p o r t a t i o n p l a n n i n g . O n c e a d o p t e d , t h e S C S i s i n c o r p o r a t e d i n t o t h e r e g i o n ' s
R e g i o n a l T r a n s p o r t a t i o n P l a n ( R T P ) .
"
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v e h i c l e s t h r o u g h i n c e n t i v e s f o r m o r e c o m p a c t a n d e f f i c i e n t d e v e l o p m e n t , a n d m o r e s u s t a i n a b l e
t r a n s p o r t a t i o n a n d h o u s i n g c h o i c e s . I t i s e x p e c t e d t h a t c h a n g e s i n r e s i d e n t i a l d e v e l o p m e n t a n d l a n d - u s e
p a t t e r n s , s u c h a s h i g h e r d e n s i t y , m i x e d - u s e d e v e l o p m e n t , a n d r e l a t e d i n c r e a s e s i n p e d e s t r i a n
a c c e s s i b i l i t y , w o u l d b e t h e k e y p a r t s o f t h e s t r a t e g y e m p l o y e d t o r e d u c t i o n G H G e m i s s i o n s . H o w e v e r ,
a c h i e v i n g t h e G H G e m i s s i o n r e d u c t i o n t a r g e t s c a n n o t b e a c c o m p l i s h e d t h r o u g h l a n d - u s e c h a n g e s a l o n e .
C o m p l e m e n t a r y s t r a t e g i e s a r e n e e d e d .
S u p p o r t i v e t r a n s p o r t a t i o n p o l i c i e s a n d i n v e s t m e n t s , i n c l u d i n g i n n o v a t i v e p r i c i n g a n d d e m a n d
m a n a g e m e n t s t r a t e g i e s , w i l l r e d u c e r e l i a n c e o n a u t o m o b i l e u s e , w h i l e e n c o u r a g i n g u s e o f t r a n s i t a n d
n o n - m o t o r i z e d m o d e s . U l t i m a t e l y t h i s w i l l l e a d t o G H G e m i s s i o n s r e d u c t i o n s . V a l u e p r i c i n g f o r m s a
c r i t i c a l p a r t o f t h e S C S f o r S o u t h e r n C a l i f o r n i a .
E x p r e s s T r a v e l C h o i c e s
S C A G h a s l e d a r e g i o n a l c o n g e s t i o n p r i c i n g s t u d y , a l s o k n o w n a s E x p r e s s T r a v e l C h O i c e s , t o f a c i l i t a t e
e n h a n c e d e v a l u a t i o n a n d u n d e r s t a n d i n g o f t r a v e l b e h a v i o r a l i m p a c t s f r o m p r i c i n g . T h i s s t u d y r e p r e s e n t s
$ 4 m i l l i o n i n r e s o u r c e e x p e n d i t u r e s f o r p r e - i m p l e m e n t a t i o n a n a l y s i s o f v a l u e p r i c i n g i n t h e r e g i o n .
C a l t r a n s , M e t r o , a n d o t h e r t r a n s p o r t a t i o n p a r t n e r s i n t h e r e g i o n h a v e c o n t r i b u t e d s e v e r a l m i l l i o n i n
a d d i t i o n a l p r e - i m p l e m e n t a t i o n f u n d s b y c o n d u c t i n g d e m o n s t r a t i o n p r o j e c t s o n t h e 1 - 1 1 0 a n d 1 - 1 0 a n d
p l a n n i n g f o r o t h e r v a l u e p r i c i n g p r o j e c t s . T h e s e s t u d i e s h a v e e n a b l e d t h e r e g i o n t o m o v e b e y o n d
p l a n n i n g a n d f e a s i b i l i t y t e s t i n g . H o w e v e r , t h e r e g i o n n e e d s f e d e r a l f i n a n c i a l a s s i s t a n c e t o m o v e m o r e
a g g r e s s i v e l y i n t h a t d i r e c t i o n .
C a l i f o r n i a a n d t h e r e g i o n n e e d a s u b s t a n t i a l f e d e r a l c o n t r i b u t i o n t o e n a b l e S o u t h e r n C a l i f o r n i a t o m o v e
t o w a r d s i m p l e m e n t a t i o n a s q u i c k l y a s p o s s i b l e . R e l y i n g o n o n l y s t a t e a n d l o c a l f u n d i n g w o u l d d e l a y
i m p l e m e n t a t i o n a n d r e a l i z a t i o n o f e c o n o m i c b e n e f i t s . F i n d i n g s f r o m t h e E x p r e s s T r a v e l C h o i c e s s t u d y
i n d i c a t e t h a t r e d u c i n g c o n g e s t i o n c a n h a v e a s i g n i f i c a n t i m p a c t o n S o u t h e r n C a l i f o r n i a ' s e c o n o m y . F o r
e v e r y 1 0 - p e r c e n t r e d u c t i o n i n d e l a y , t h e r e g i o n w i l l a d d $ 1 7 b i l l i o n a n n u a l l y i n G r o s s R e g i o n a l P r o d u c t
" a n d 1 3 2 , 0 0 0 t o t a l j o b s .
5
2 1
Value Pricing Pilot Program Express Travel Choices (Phase II) Proposal
Caltrans, SCAG, and Metro ("Southern California's transportation partners") are proposing to develop an
operational implementation plan, Express Travel Choices (Phase II), for a two-pronged pricing strategy •
that includes:
1) Build-out of the existing and planned managed network of express/HOT lanes across Southern
California.
2) Integration with one or more pilot projects for cordon/area pricing within specific major activity
centers (e.g., downtown los Angeles urban core and the vicinity of the los Angeles World
Airports complex).
The strategy would build on the Express Travel Choices study and include the pre-implementation work
necessary for deployment by 2015-2016. The two-pronged approach will address core performance
objectives of reducing congestion, optimizing overall regional transportation system productivity,
reducing emissions to meet regional air quality goals, and identifying more efficient means of generating
revenue to support transportation system investments and associated mitigation. Political support
already exists for one or more pilot projects beyond existing demonstration initiatives. There is interest
by key local jurisdictions, including the City of los Angeles, to establish pilot demonstrations for
cordon/area pricing within major activity centers. Federal grant assistance through the Value Pricing
Pilot (VPP) program would facilitate accelerated development of such demonstration templates for the
region and potentially other jurisdictions throughout the nation.
Southern California's transportation partners believe that the following aspects of the proposed Express
Travel Choices (Phase II) pre-implementation project will be a valuable addition to the VPP program:
• The project is located in the nation's second largest metropolitan area and the most congested •region.
• The project includes cordon/area pricing, which is a less-tested, innovative strategy.
• The project will use traveler surveys to advance the understanding of traveler behavior and
transportation economics. It will also build on public opinion surveys conducted for the Express
Travel Choices study to assess user acceptance of these strategies.
• The project can take advantage of the region's already extensive monitoring capabilities through
the Freeway Performance Measurement System (PeMS). In combination with traveler surveys,
we will monitor the effects on driver behavior, congestion dynamics (e.g., speeds, traffic
volumes, and travel time reliability), as well as transit ridership.
• The project will help the nation get more out the existing infrastructure without major
expansion and improve mobility, travel time reliability, and safety.
• The project combines managed lanes with cordon/area pricing strategies not tested elsewhere
in the United States.
• The project encourages the use of alternative travel modes and supports efforts to reduce GHG
emissions and to promote environmental sustainability.
• The project builds on extensive regional studies of congestion pricing to enhance
implementation.
•6
22
Value Pricing Pilot Program Express Travel Choices (Phase /I) Proposal
• Contact Person
As requested in the Federal Register Notice, this application is being made through the State
Department of Transportation (DOT), Caltrans, which already has an established VPP program. Caltrans
District 7 in Los Angeles will act as the point of contact on behalf of all three requesting agencies
participating in the application:
Name: Frank Quon
Title: Deputy District Director, Division of Operations, Caltrans District 7
Email: frank.quon@dot.ca.gov
Phone: (213) 897-0362
Questions may also be directed to Annie Nam of SCAG at (213) 236-1827 or Stephanie Wiggins of Metro
at (213) 922-1023.
Description of Agencies Requesting Funding
This application represents a partnership among Caltrans, SCAG, and Metro the "Southern California's
transportation partners." This collaborative effort will help Caltrans manage the freeway system better;
SCAG meet its mobility, livability, and GHG emission reduction commitments; and Metro make transit a
more attractive alternative.
• The California Department of Transportation (Caltrans) manages more than 50,000 miles of California's
highway and freeway lanes, provides inter-city rail services, permits more than 400 public-use airports
and special-use hospital heliports, and works with local agencies. Caltrans has been in the vanguard for
innovative transportation solutions by starting one of the earliest ramp metering systems in the country
in the Los Angeles area, demonstrating managed lane approaches on the SR-91, promoting Integrated
Corridor Management (lCM), and making use of archived traffic data for monitoring transportation
improvements through the Freeway Performance Measurement System (PeMS).
The Los Angeles County Metropolitan Transportation Authority (Metro) is the California-chartered
regional transportation planning agency (RTPA) and the public transportation operating agency for Los
Angeles County. As a result of these dual roles, Metro serves as transportation planner and coordinator,
designer, builder, and transit operator for the nation's largest and most populous county. More than
9.6 million people nearly one-third of California's residents -live and work within its 1,433-square
mile service area. Through its many bus, bus rapid transit (BRT), light-rail, and heavy rail lines, Metro
operates one of the largest public transportation systems in the United States. Metro administers three
half-cent transportation sales taxes approved by county voters.
The Southern California Association of Governments (SCAG) serves as the Metropolitan Planning
Organization (MPO) for the six-county Southern California region that includes Los Angeles, Orange, San
Bernardino, Riverside, Ventura and Imperial counties. SCAG is the largest MPO and council of
governments in the United States, representing over 190 cities and 19 million residents .
• 7
23
Value Pricing Pilot Program Express Travel Choices {Phase II} Proposal
Funding Only Statement •This application is seeking funding from the VPP program to support pre-implementation activities.
Tolling authority will be sought through one of the other programs identified in the Federal Register as
appropriate at a later date.
Description of Operating Agencies
Pre-implementation work will be conducted jointly by SCAG, Caltrans, and Metro in coordination with
affected jurisdictions within the six-county SCAG region. Agencies anticipated to be responsible for
operating, maintaining, and enforcing the pricing program include Caltrans, Metro, Orange County
Transportation Authority (OaA), Riverside County Transportation Commission (Raq, San Bernardino
Associated Governments (SAN BAG}, and partnering local jurisdictions.
The Orange County Transportation Authority (OCTA) is a multi-modal transportation agency serving
Orange County. oaA is the California-chartered RTPA for Orange County. The agency plans freeway
and road improvements and operates countywide bus and paratransit service as well as the 91 Express
Lanes toll facility. '
The Riverside County Transportation Commission (RCTC) is the RTPA for Riverside County. Rac plans
and implements transportation and transit improvements, assists local governments with money for
local streets and roads, and helps smooth the way for commuters and goods movement. RaC
administers Measure A, a half-cent transportation sales tax approved by county voters in 1988 and
reauthorized in 2002.
San Bernardino Associated Governments (SANBAG) is the council of governments and RTPA for San
Bernardino County. SAN BAG is responsible for cooperative regional planning and furthering an efficient
multi-modal transportation system. SANBAG administers Measure I, a half-cent transportation sales tax
approved by county voters in 1989.
The City of Los Angeles is the most populous city in California and the second most populous in the
United States, with a population of approximately 3.8 million on a land area of about 470 square miles ..
In addition to operating three public transit systems (Commuter Express, DASH, and City Ride), the City
is responsible for 4,300 signalized intersections, 6,500 miles of streets, tens of thousands of traffic
control devices, and operation of one of the most advanced city-based traffic control center (ATSCAC).
•
8 •
24
Value Pricing pjlot Program Express Travel Choices (Phase /I) Proposal
•
• CORE APPLlCA TlON
• 9
25
Value Pricing Pilot Program Express Travel Choices (Phose /I) Proposal
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26
" V a l u e P r i c i n g P i l o t P r o g r a m E x p r e s s T r o v e l C h o i c e s ( P h o s e / I ) P r o p o s a l
D E S C R I P T I O N O F C O N G E S T I O N P R O B L E M 1
T h e S o u t h e r n C a l i f o r n i a r e g i o n c o v e r s t h e s i x c o u n t i e s o f I m p e r i a l , l o s A n g e l e s , O r a n g e , R i v e r s i d e , S a n
B e r n a r d i n o , a n d V e n t u r a a n d h a s o v e r 1 9 m i l l i o n r e s i d e n t s . I t h a s a l s o b e e n c o n s i s t e n t l y r a n k e d a s t h e
m o s t c o n g e s t e d m e t r o p o l i t a n a r e a i n t h e n a t i o n . T h e T e x a s T r a n s p o r t a t i o n I n s t i t u t e ( T I l ) e s t i m a t e s i n
i t s U r b a n M o b i l i t y R e p o r t ( 2 0 l O ) t h a t f o r t h e l o s A n g e l e s - L o n g B e a c h - S a n t a A n a a r . e a :
" U p t o 8 6 p e r c e n t o f p e a k p e r i o d t r a v e l i s c o n g e s t e d a n d 5 7 p e r c e n t o f l a n e - m i l e s a r e c o n g e s t e d .
" A v e r a g e c o m m u t e r s l o s e 6 3 h o u r s p e r y e a r d u e t o c o n g e s t i o n .
" C o n g e s t i o n c o s t s $ 1 2 b i l l i o n a n n u a l l y i n t e r m s o f w a s t e d t i m e a n d f u e l .
S C A G e s t i m a t e s t h a t , o n a v e r a g e , e v e r y d r i v e r l o s e s m o r e t h a n 2 0 m i n u t e s p e r d a y i n d e l a y , a n d
c o l l e c t i v e l y a b o u t 5 . 7 m i l l i o n p e r s o n - h o u r s a r e l o s t e a c h d a y t o t r a f f i c d e l a y s . D e s p i t e s i g n i f i c a n t
i n v e s t m e n t s i n r a i l c a p a c i t y a n d t h e s e c o n d h i g h e s t b u s r i d e r s h i p i n t h e n a t i o n , t r a n s i t c o n s t i t u t e s l e s s
t h a n f o u r p e r c e n t o f a l l t r i p s . C o n d i t i o n s a r e e x p e c t e d t o w o r s e n a s t h e r e g i o n g r o w s t o 2 4 m i l l i o n
r e s i d e n t s b y 2 0 3 5 . P e r c a p i t a d a i l y d e l a y w i l l r i s e t o o v e r 3 0 m i n u t e s , a n d p e a k p e r i o d f r e e w a y s p e e d s
w i l l d r o p b e l o w 1 5 m i l e s p e r h o u r o n m o s t m a j o r r o u t e s . A c c o r d i n g t o t h e I N R I X N a t i o n a l T r a f f i c
S c o r e c a r d ( s e e F i g u r e 3 ) , t h e L o s A n g e l e s m e t r o p o l i t a n a r e a w a s t h e m o s t c o n g e s t e d m e t r o p o l i t a n a r e a
i n t h e n a t i o n .
"
I n a d d i t i o n t o p r o v i d i n g i n f o r m a t i o n f o r t h e U r b a n M o b i l i t y R e p o r t , C a l t r a n s c o n d u c t s d e t a i l e d a n a l y s e s
o f u r b a n m o b i l i t y t h r o u g h i t s H i g h w a y C o n g e s t i o n M o n i t o r i n g P r o g r a m ( H I C O M P ) . F o r o v e r 2 0 y e a r s ,
C a l t r a n s h a s c o l l e c t e d e x t e n s i v e i n f o r m a t i o n o n t h e d u r a t i o n a n d e x t e n t o f f r e e w a y c o n g e s t i o n . I n 2 0 0 8 ,
t h e S C A G r e g i o n a c c o u n t e d f o r o v e r 5 5 p e r c e n t o f C a l i f o r n i a ' s f r e e w a y c o n g e s t i o n . W i t h 1 2 7 , 1 2 2 d a i l y
v e h i c l e - h o u r s o f d e l a y ( D V H D ) , L o s A n g e l e s C o u n t y a l o n e a c c o u n t e d f o r a b o u t a t h i r d o f t h e s t a t e t o t a l .
F i g u r e 4 s h o w s w h e r e f r e e w a y c o n g e s t i o n o c c u r s i n L o s A n g e l e s C o u n t y b a s i c a l l y o n e v e r y f r e e w a y .
A c c o r d i n g t o t h e 2 0 0 8 H I C O M P R e p o r t , 2 3 p e r c e n t ( o r 2 9 , 5 0 4 D V H D ) o f t h e c o n g e s t i o n i n l o s A n g e l e s
C o u n t y o c c u r s w i t h i n f i v e m i l e s o f d o w n t o w n L o s A n g e l e s ( i . e . , a r e a b o u n d e d b y 1 - 5 , U S 1 0 1 , 1 - 1 0 , a n d
1 - 1 1 0 ) . T h i s a r e a a c c o u n t s f o r 1 3 p e r c e n t o f a l l c o n g e s t i o n i n t h e S C A G r e g i o n . I f o n e a s s u m e s a $ 1 0
v a l u e o f t i m e a n d a v e r a g e v e h i c l e o c c u p a n c y ( A V O ) o f 1 . 1 , t h e c o n g e s t i o n i n t h i s a r e a c a u s e s t r a v e l
d e l a y s w o r t h o v e r $ 8 0 m i l l i o n d o l l a r s p e r y e a r . .
I n c r e a s i n g i n t e r n a t i o n a l a n d d o m e s t i c c a r g o v o l u m e s p l a c e e v e n g r e a t e r d e m a n d s o n t h e r e g i o n ' s h i g h l y
c o n g e s t e d n e t w o r k a s g o o d s a n d c o n t a i n e r s c o m p e t e w i t h e v e r y d a y c o m m u t e r t r a f f i c . M o r e t h a n 7 5
p e r c e n t o f t h e c o n t a i n e r s p r o c e s s e d b y t h e S a n P e d r o B a y P o r t s i n 2 0 0 6 a n d 2 0 0 7 i n v o l v e d t r u c k t r i p s
w i t h i n t h e S C A G r e g i o n t o r a i l i n t e r m o d a l f a c i l i t i e s , w a r e h o u s e s , o r t r a n s l o a d f a c i l i t i e s . T h e s e t r u c k s w i l l
c o n t r i b u t e t o m o r e c o n g e s t i o n a s t h e n u m b e r o f t r u c k s i s p r o j e c t e d t o m o r e t h a n d o u b l e f o r s e v e r a l
m a j o r h i g h w a y s b y 2 0 3 5 . S C A G ' s t r a v e l d e m a n d m o d e l p r o j e c t s t h a t r e g i o n a l d a i l y t r u c k V M T w i l l
i n c r e a s e f r o m 2 9 . 0 m i l l i o n i n 2 0 0 3 t o 5 0 . 4 m i l l i o n b y 2 0 3 5 . D e l a y s c a u s e d b y c o n g e s t i o n c o u l d i n c r e a s e
t h e c o s t o f t r a n s p o r t i n g g o o d s b y a s m u c h a s 5 0 t o 2 5 0 p e r c e n t .
T h i s w o u l d h a v e m e a s u r a b l e c o s t s t o t h e n a t i o n a l a n d r e g i o n a l e c o n o m y . A r e c e n t S C A G a n a l y s i s o f t h e
i m p o r t e d g o o d s t r a v e l i n g t h r o u g h t h e P o r t s o f L o s A n g e l e s a n d l o n g B e a c h , s h o w t h a t a l m o s t 7 5 p e r c e n t
o f t h e g o o d s g e t c o n s u m e d o u t s i d e C a l i f o r n i a . C l e a r l y , i n c r e a s i n g t h e c o s t o f t r a n s p o r t a t i o n f o r t h e s e
g o o d s w o u l d l e a d t o n e g a t i v e e c o n o m i c r a m i f i c a t i o n s f o r t h e n a t i o n . M o r e o v e r , C a l i f o r n i a ' s e c o n o m y
" r a n k s a s t h e 8 t h l a r g e s t i n t h e w o r l d b e t w e e n I t a l y a n d B r a z i l . T h e r e g i o n ' s e c o n o m y r a n k s 1 4 t h b e t w e e n
M e x i c o a n d K o r e a .
1 1
2 7
Value Pricing Pilot Program Express Travel Choices (Phase II) Proposal
Figure 3: INRJX Nation Traffic Scorecard Excerpt
~1 lias J\ngeles Metropolitan Area
National Congestion Rank: #1 popuration Rank: #2 (12,873.000)
N.1tiof>al COf>!Je'Stion Rank
T.ail~ITlm"n.x·t
-Rank
-l:.n.n~ (ti"''''.~m«i!r'aTro lOOW
35%
c..::...
32%
1
+7'7.b
45%
1
44%
-T!~k
....,~.c: .. " ~~ "'" 4:S ~ '"
TotalWhat Was. the Worst ~u.,? lhurf.(lay. 5-6 PM r69<rv 1jYl¥"ef Tim.:' Tax'}
Metro Notional lS Minutes IS] 17:7 11.1
How Much Conge>'tion Was
4.4 6.743A
22.186.S 8.7 13.430Minllt~ 31.4 55.3P<>ak' " ... "'on-Peak Period?
60 Minutes 62.9 110.7 26.8 44.3173.5 17.4
Fora One"Way, 1,,2009,011 AvenIgeDrivel'llIcu~Q
U"congen<1d, Ann,!"i Irov.,,1 rime rox' lin Hours] <>f.,.c'
Peak PeriotP los Angeles Metro National
.'Qmm!iJ~.of.•• AM PM Total ANI PM
What Was the Worst Place and lim..? Harbor Fwy/eA-110 NB (v 8til5troet/bn. n.Thursday 5-6 PM
{e I'nph ;,::verage5peed /OJS rrn;{: sq;mefitj
-..."'"II~"'" ~a\tQN,: ~~<)l ~CO!:g«\ol"d'
200. ?OO!! I'k,.;.:l/Di:'tK'l;"... L!rtgtlt \f:lIl~ (('O~'>I,oo! :f\\rnl
-Tf<iIVlldT'_Tax;~ It,,=~*,':6('\3;)4 v' BKl'.) \;;";8 Iff"" {",;; "f\"..,. :1z,,,,") it '<c..:;k"r, (lip 1*"'" ',,!hi: +'<K''',("r~;;.,j..:.r, ,.:'.0 'in',," Pod'''':': M,i>l'~-::~d ill(":'Q.(31 rr',*,,"~ "·~...:ldi,'u,-,;,i f"Or;""J;:qw;-w <;;'''';I«>!lo;.nJ : ~112t~~!~f;E,~i~i;~tB£tl'~E~,~:;;~,~'[,.~;~;:~;:,~~,;~~~~~.~~~c:~~~ ~t'~ii~"~~;~.~:;:;~J:~;"", ·,r ""'''''O'P"fj'''.'''~ •.•U.s C,~."~,,,',
THE LEAOING PROVIDER OF TRAFfiC INFORMATION A-I
12
•
•
•
28
Value Pricing Pilot Program Express Travel Choices (Phose 1/) Proposal
• Figure 4: Morning and Evening Congestion in Los Angeles County
•
•
Source: Ca/trans, 2008 HfCOMP Report
13
29
Value Pricing Pilot Program Express Travel Choices (Phase II) Proposal
Corridor System Management Plans
Caltrans and SCAG recently developed and prepared Corridor System Management Plans (CSMPs)
covering all modes to provide an in-depth understanding of highway corridors, including their
infrastructure, demand profiles, related land-use developments, modal interactions and mode shares,
and environmental issues. The CSMPs focus on all aspects of the system management pyramid,
particularly operational strategies and techniques. While SCAG and Caltrans led the effort, several other
local jurisdictions were involved, including Metro, the South Bay Cities Council of Governments, San
Gabriel Valley Council of Governments, the City of Los Angeles, and other cities along the corridors
participated in the effort. Figure 5 illustrates CSMP corridors studied in Los Angeles County. The CSMP
corridors included the areas near downtown Los Angeles and the Los Angeles World Airports complex.
Figure 5: CSMP Corridors in Los Angeles County
•
•
Source: Ca/trans
The CSMP prepared for each corridor includes:
• Comprehensive corridor-wide performance assessment, including trends of different
performance measures.
• Identification of performance deficiencies along the corridor and the causes of these
deficiencies.
• Alternative scenarios of short-term and medium-term investments to address these
deficiencies.
• Tools to evaluate the scenarios and develop an implementation plan for strategies that provide
the highest return on investment.
• Consultation with stakeholders throughout and incorporation of their feedback to maximize
acceptance of the final recommendations.
14 •
30
Value Pricing Pilot Program Express Travel Choices (Phase /I) Proposal
• 2 PROPOSED PRICING PROGRAM
In this Express Travel Choices (Phase 1/) pre-implementation project, Southern California's transportation
partners propose to develop an operational implementation plan for a two-pronged pricing strategy
that includes:
1) Build-out of the existing and planned managed network of express/HOT lanes across Southern
California.
2) Integration with one or more pilot projects for cordon/area pricing within specific major activity
centers (e.g., downtown Los Angeles urban core and the vicinity of the Los Angeles World
Airports complex).
The strategy would build on the Express Travel Choices study and include the pre-implementation work
necessary to initiate deployment by 2015-2016. The two-pronged approach will address core
performance objectives of reducing congestion, optimizing system productivity, reducing emissions to
meet regional air quality goals, and generating revenue to support transportation system investments
and mitigation needs. Political support already exists for one or more pilot projects beyond existing
demonstration initiatives. In addition, key local jurisdictions, including the City of Los Angeles, are
interested in establishing pilot demonstrations for cordon/area pricing within major activity centers.
Federal grant assistance through the VPP program would enable accelerated deployment of
• demonstration templates for the region. Since technical analysis is already underway, additional federal
support would augment previous feasibility assessments as follows:
1) Phased implementation plan of an express lane/HOT network across jurisdictional boundaries,
including system design specifications, business rules, and institutional/legal framework.
2} Implementation plan for the establishment of cordon/area pricing pilot projects, including
delineation of geographic perimeters, concept of operations, system design speCifications, and
institutional/legal framework.
3) Integrated assessment of operational parameters to address how a cordon/area pricing pilot
would function in conjunction with the proposed network of express/HOT lanes.
Express/HOT lane Network Phased Implementation Plan
The first prong of the proposed pricing strategy is build-out of a regional network of express/HOT lanes.
A phased implementation will provide segment-by-segment specifications. These specifications include
design requirements to facilitate optimal performance and operational parameters for the initial
regional network. The specification will also include business rules for facilitating network connectivity,
promoting seamless user-interfaces across jurisdictional boundaries (e.g., occupancy requirements and
pricing structure), and establishing a legal/institutional framework for operations. The business rules
are intended to quell operational issues that may surface in a broad network of express/HOT lanes. For
example, poorly synchronized or coordinated adjustments to pricing levels would have unintended
consequences on travel behavior and congestion management. The plan will need to address
• coordinated traffic management practices .
15
31
Value Pricing Pilot Program Express Travel Choices {Phase II} Proposal
Preliminary phasing/performance analyses conducted though the Express Travel Choices study will be
the starting pOint for more detailed corridor and system traffic simulation assessments. The initial
regional network (see Figure 6) is identified in Metro's Los Angeles County 2015 HOV to HOT Conversion
Technical Feasibility Study and SCAG's Express Travel Choices study. It is also consistent with the State's
HOV/Express Lane Business Plan. Many facilities are already under construction. Planned facilities for
pricing include the implementation of a Congestion Pricing Demonstration Project on the existing 1-110
and 1-10 HOV lanes in Los Angeles County, implementation of Express Lanes on 1-15 in Riverside County,
extension of the current SR-91 Express Lanes in Orange County to 1-15 in Riverside County, and
evaluation of an express facility alternative for the 1-405 Improvement Project in Orange County.
Additionally, traffic and revenue studies are currently underway for the 1-10 and 1-15 in San Bernardino
County.
Figure 6: Strategic Express/HOT Network
•
o
li1)~
!iIiiIiil!D~HOrLru1e
Gliilii)p'~~~!.,_
~l'lOsIng~LoneF_
=>~I'tojetJ<
~lo1lRoods
CiIlD Pr_Tot RoO<1s
Source: SCAG Express Travel Choices Study
•
Recently completed studies and projects have identified numerous physical capacity and constructability
constraints associated with a full build-out of an express/HOT network. Nevertheless, further
innovation with operational strategies and better interface with existing investments can facilitate
system integration. The implementation plan will explore these opportunities further to address
connectivity requirements.
The strategic express/HOT network shown in Figure 6 was developed in the SCAG Express Choices study
after a thorough evaluation of the region's congestion dynamics, For some corridors, Caltrans and SCAG
have developed CSMPs and identified corridor bottlenecks. For other corridors, the performance
monitoring capabilities available in PeMS helped Southern California's transportation partners identify
16 •
32
Value Pricing Pilot Program Express Travel Choices (Phose /1) Proposal
• bottlenecks. Figure 7 shows a compilation of the region's freeway bottlenecks. Most delay on the
region's freeway system is experienced along corridors that serve inter-regional/inter-county travel.
Some corridors experience over 1,000 vehicle-hours of delay daily at critical bottlenecks.
Figure 7: Regional Freeway Bottlenecks
•
Source: SCAG Express Travel Choices Study
The nature of congestion dynamics in the region is further explained through inter-county trip flows.
Figure 8 and Figure 9 show the magnitude of inter-county work trips and non-work trips in the SCAG
region. These long-distance trips represent a tremendous demand exerted on local freeways. For many
facilities, half to two-thirds of the peak hour travel is due to inter-county traffic rather than intra-county
or local travel. These dynamics reinforce the need and the potentially significant benefits from a
regional-priced network.
• 17
33
Value Pricing Pilot Program Express Travel Choices (Phose II) Proposal
Figure 8: 2020 Weekday County-to-County Work Trip Flows
(in thousands of trips) •
Source: SCAG Express Travel Choices Study
Figure 9: 2020 Weekday County-to-County Non-Work Trip Flows
(in thousands of trips)
•
Source: SCAG Express Travel Choices Study
18 •
34
Value Pricing Pilot Program Express Travel Choices (Phase If) Proposal
• Cordon/ Area Pricing Pilot Project Template
The second prong of the pricing strategy is conducting a pilot project for cordon/area pricing within one
or more specific major activity centers. Federal funding support is needed to develop a detailed
demonstration template for establishing cordon/area pricing. While necessary for the SCAG region, the
template may be transferable to other urban areas throughout the nation. The polycentric nature of.
Southern California, the resulting complexity in travel patterns, and geographic concentration of work
production and attractions will present some unique challenges for our implementation plan. However,
as shown in Figure 10, there are opportunities for identifying strategic nodes as potential candidates for
cordon/area pricing.
Figure 10: Peak Period Home to Work Productions and Attractions
•
Source: SCAG Express Travel Choices Study
A demonstration template for cordon/area pricing would include operational parameters, such as:
• Business rules that facilitate seamless interface with local traffic operations.
• Technology deployment design requirements, including ITS architecture requirements.
• Legal/institutional analyses and framework for implementation.
Two geographic areas (i.e., downtown Los Angeles and in the vicinity of the Los Angeles World Airport
complex) have been identified as initial candidates and are currently under evaluation (see Figure 11 for
location). As part of the project template, Southern California's transportation partners will conduct a
more detailed assessment of geographic perimeters, pricing structures (including variable rates and
charge pOints), as well as policies and methods for revenue collection and distribution. Figure 12
illustrates a conceptual cordon/area pricing around downtown Los Angeles in context with area transit
• services .
19
35
Value Pricing Pilot Program Express Travel Choices (Phose II) Proposal
Figure 11: CordonlArea Pricing Locations under Evaluation •
•
Source: SCAG Express Travel Choices Study
Southern California's transportation partners will need to tackle challenging integration issues, such as
how to overlay cordon/area pricing onto existing assessment and business improvement districts as well
as active parking management and pricing initiatives. Impacts on communities immediately adjacent to
cordon/area pricing perimeters will need to be evaluated as well. In addition, the template must
address concerns about impacts on commercial delivery vehicles and local business development. The
current and projected economic climate dictates careful consideration of the economic impacts of any
pricing strategy.
The underlying goal is to develop a clear roadmap for integrating pricing into a comprehensive approach
to congestion management. While this effort is focused on creating an implementation and
performance template for Southern California, the lessons learned will be crucial for other metropolitan
areas contemplating cordon/area pricing.
20 •
36
" V a l u e P r i c i n g P i l o t P r o g r a m E x p r e s s T r o v e l C h o i c e s ( P h a s e / I ) P r o p o s a l
F i g u r e 1 2 : C o n c e p t u a l C o r d o n / A r e a P r i c i n g D o w n t o w n L o s A n g e l e s
"
S o u r c e : S C A G E x p r e s s T r a v e l C h o i c e s S t u d y
I n t e g r a t e d E x p r e s s / H O T L a n e N e t w o r k a n d C o r d o n / A r e a P r i c i n g A s s e s s m e n t
T h e d o m i n a t e a p p r o a c h t o d e s i g n i n g a p r i c i n g p r o g r a m o f t e n i n v o l v e s i s o l a t e d a s s e s s m e n t o f a s i n g l e
p r i c i n g s t r a t e g y . T h e c h a l l e n g e f o r S o u t h e r n C a l i f o r n i a , h o w e v e r , i s i n t e g r a t i n g m u l t i p l e p r i c i n g
s t r a t e g i e s u n d e r c o n s i d e r a t i o n f o r a c o o r d i n a t e d a p p r o a c h t o i m p l e m e n t a t i o n . B u i l d i n g o n t h e
i m p l e m e n t a t i o n p l a n f o r t h e r e g i o n a l n e t w o r k o f e x p r e s s / H O T l a n e s a n d p i l o t p r o g r a m f o r c o r d o n / a r e a
" p r i c i n g , t h e i n t e g r a t e d a s s e s s m e n t w i l l d e t a i l b u s i n e s s r u l e s t h a t f a c i l i t a t e s e a m l e s s i n t e r f a c e f o r
2 1
3 7
3
Value Pricing Pilot Program Express Travel Choices (Phose 1/) Proposal
travelers and system operators across pricing strategies, document technology deployment
requirements, and identify the legal/institutional steps that need to be taken to ensure timely and •successful implementation.
FACILITIES COVERED
The SCAG region has over 20,750 centerline miles and over 65,000 lane-miles of roadways. It includes
the most extensive High-Occupancy Vehicle (HOV) lane systems in the country (see Figure 13) -366
centerline miles in 2010, growing to 684 by 2035 -which could serve as the backbone of a regional HOT
lane or managed lane system. The region also has an expanding network of express lanes and HOT lanes
(see Figure 6 and Figure 13). The Express Travel Choices (Phase 1/) pre-implementation effort will
encompass most of the region's urban core and cover Interstates, state and local highways, as well as
major arterial routes.
Figure 13: Southern California HOV System
Inteppegional
HOV System Status
-EXistin!l
_ Under Conslruclion
-Der.!gn Stage
Plallning Stage
(I • II .," HOV Direct Coonector
•
Source: Co/trans and Metro
Figure 6 (found earlier in this proposal in section 2) shows the strategic express /HOT lane network that
will form the first prong of the pricing strategy. Planned facilities for pricing include the implementation
of a Congestion Pricing Demonstration Project on the existing 1-110 and 1-10 HOV lanes in los Angeles
County, implementation of Express lanes on 1-15 in Riverside County, extension ofthe current SR-91
Express lanes in Orange County to 1-15 in Riverside County, and evaluation of an express facility
22 •
38
Value Pricing Pilot Program Express Travel Choices (Phose II) Proposal
• alternative for the 1-405 Improvement Project in Orange County. Additionally, pricing evaluations are
currently underway for the 1-10 and 1-15 in San Bernardino County as well as the 1-710 South Freight
Corridor in Los Angeles County. The initiatives already underway represent the first phase of the
strategic express/HOT network. These corridors are anticipated to be followed by additional corridors
being evaluated by Caltrans, SCAG, Metro, and other local jurisdictional partners.
The second prong of the pricing strategy will involve highways and major arterial routes as part of
cordon/area pricing. The implementation study will focus on one or two candidate locations. As
previously referenced in section 2, Figure 11 shows the location of initial candidates (i.e., downtown Los
Angeles and in the vicinity of the Los Angeles World Airport complex).
4 ANTICIPATED EFFECTS
Understanding the behavioral response of travelers is an important part of evaluating the policy
implications of different forms of pricing. Depending on the type and extent of priCing and the specific
implementation details, travelers may respond by shifting their primary travel route, departure time,
•
travel mode, or destination. Alternatively, they may stop making certain trips or make them less often.
SCAG recently conducted stated-preference surveys as part of the Express Travel Choices study. The
purpose of the stated-preference survey was to estimate toll sensitivity, or the value of time (VOT), in
the region as well as travelers' elasticities in shifting mode, route, time of day, and destination. The
survey also sought to estimate the levels of trip reduction that could result from various pricing
strategies. These estimates are being turned into inputs to the SCAG regional travel demand model,
which will evaluate proposed pricing strategies and alternatives .
The survey and choice model results indicate that pricing has a significant impact on travel behavior in
the SCAG region. Overall, 40 percent of drivers indicated they have the flexibility to shift their departure
time by a half-hour or more. Also, 20 percent of survey respondents indicated that they could change
the destination of their trips.
The initial models show that pricing facilities individually and as a regional network could substantially
affect travel behavior through shifts in departure time, mode, and route. Similarly, the models show
that cordon/area pricing could affect trip destinations and cause trip suppression. These effects can
become quite significant as prices increase. Trip suppression results are illustrated in Figure 14 by
income and trip distance for the work commute segment with no travel time difference at a $2.00 toll.
Overall, Southern California's transportation partners expect the combination of expreSS/HOT lane
network with cordon/area pricing to have a very large impact on reducing congestion and encouraging
the use of alternative modes. The cordon/area pricing is likely to have a particularly large impact in
curtailing highway trips and encouraging transit use. More detailed estimates of the effects will be
developed in the implementation plan using the travel demand model modified during the Express
Travel Choices study .
• 23
39
5
Value Pricing Pilot Program Express Travel Choices (phose /I) Proposal
Figure 14: Trip Suppression -Work Commute Segment •
2.03%
l.75%
1.50%
1.25%
1.00%
0.75%
0.50%
70
60 50
10
-JO 20
40
Trip Distance
Source: SCAG Express Travel Choices Study
ADDRESSING PROGRAM GOALS •
The congestion pricing program is intricately linked to other strategies being implemented in the region.
Southern California's transportation partners have been developing, and implementing through pilot
projects, an aggressive smart land-use strategy to reduce vehicular demand and meet the State's SB 375
mandate to reduce GHG emissions. In addition, Southern California's transportation partners have been
actively implementing the transportation system management strategies identified in Caltrans' TMS
Master Plan. The combination of pricing, land use, targeted transit investments, and operational traffic
management strategies, is expected to yield substantial mobility and air quality benefits, while
enhancing the region's ability to maintain and operate its transportation system in a fiscally responsible
manner. Anticipated benefits from the region's integrated approach include:
• RedUCing per capita VMT by 6 percent by 2020 and by 14 percent by 2034.
• Reducing GHG emissions by 20 percent by 2035, which is comparable to 1995 levels.
• Reducing congestion up to 20 percent by 2035.
• Improving freeway productivity (and traffic flow) up to 20 percent by 2035.
• Improving travel time reliability by 10 percent or more.
Revenues from pricing will be dedicated to the priced corridors and affected areas. In addition to
helping to operate and maintain roadways, priCing revenues will be used to expand and enhance transit
services. The value pricing strategy proposed in this application provides a win-win scenario for all
travelers, including those who choose to pay the congestion fee, those who use transit, and those who
24 •
40
" V a l u e P r i c i n g P i l o t P r o g r a m E x p r e s s T r a v e l C h o i c e s ( P h a s e 1 / ) P r o p o s a l
e n j o y i m p r o v e d m o b i l i t y o n c o r r i d o r s w i t h r e d u c e d v e h i c u l a r d e m a n d . T h e p r o g r a m a l s o b e n e f i t s n o n �
t r a v e l e r s , s i n c e a i r q u a l i t y a n d G H G e m i s s i o n s a r e e x p e c t e d t o d e c l i n e s i g n i f i c a n t l y .
T o a d d r e s s e q u i t y c o n c e r n s , S o u t h e r n C a l i f o r n i a ' s t r a n s p o r t a t i o n p a r t n e r s w i l l a p p l y m a n y l e s s o n s f r o m
M e t r o ' s c u r r e n t C o n g e s t i o n R e d u c t i o n D e m o n s t r a t i o n P r o j e c t . T h e s e i n c l u d e c o o r d i n a t i n g t h e p r o v i s i o n
o f t r a n s i t s e r v i c e s , p r o v i d i n g t o l l c r e d i t s , a n d o f f e r i n g o p t i o n s f o r t h e u n b a n k e d ( L e . , p e o p l e l a c k i n g
t r a d i t i o n a l c h e c k i n g o r s a v i n g s a c c o u n t s ) .
l i v a b i l i t y
O u r t w o - p r o n g e d p r i c i n g s t r a t e g y i s l i n k e d t o o t h e r r e g i o n a l s t r a t e g i e s a n d i s e x p e c t e d t o y i e l d
s i g n i f i c a n t l i v a b i l i t y b e n e f i t s f o r S o u t h e r n C a l i f o r n i a . I n 2 0 0 1 , t h e r e g i o n b e g a n a g r o w t h v i s i o n i n g
e x e r c i s e t h a t i d e n t i f i e d l o c a t i o n s f o r s t r a t e g i c i n v e s t m e n t a n d i n f i l l d e v e l o p m e n t ( i n c l u d i n g a r e a s w i t h
h i g h p o t e n t i a l f o r t r a n s i t - o r i e n t e d d e v e l o p m e n t ) ; d e v e l o p e d g u i d e l i n e s f o r e s t a b l i s h i n g " c o m p l e t e
c o m m u n i t i e s " ( e . g . , a m i x o f l a n d u s e s i n s t r a t e g i c g r o w t h a r e a s w h e r e m o s t d a i l y n e e d s c a n b e m e t b y
w a l k i n g o r c y c l i n g a s h o r t d i s t a n c e ) ; a n d e s t a b l i s h e d t h e r e g i o n a l b l u e p r i n t f o r f u t u r e g r o w t h , k n o w n a s
C o m p a s s B l u e p r i n t . P o t e n t i a l l o c a t i o n s f o r t h e c o r d o n / a r e a p r i c i n g p i l o t s a r e c o n s i s t e n t w i t h t h e
r e g i o n ' s g r o w t h v i s i o n i n g e f f o r t a n d h a v e r e c e i v e d s u b s t a n t i a l i n v e s t m e n t i n t r a n s i t i m p r o v e m e n t s .
V a l u e p r i c i n g w i l l l e v e r a g e e x i s t i n g l a n d - u s e a n d t r a n s i t i n v e s t m e n t s a n d r e d u c e t h e d e m a n d f o r m o t o r
v e h i c l e u s e . T h i s , i n t u r n , w i l l f r e e l a n d f o r a c t i v i t i e s t h a t d o n o t i n v o l v e a u t o m o b i l e s a n d r e c l a i m t r a v e l
c o r r i d o r s f o r n o n - m o t o r i z e d t r a v e l .
" I n i t i a l f i n d i n g s f r o m t h e E x p r e s s T r a v e l C h o i c e s s t u d y i n d i c a t e t h a t t h e e x p a n s i o n o f p r i c i n g s t r a t e g i e s
a l r e a d y i n t h e r e g i o n w i l l m a k e f u n d i n g a v a i l a b l e f o r n o n - m o t o r i z e d t r a v e l , a d d i t i o n a l t r a n s i t s e r v i c e s ,
a n d o t h e r t r a n s p o r t a t i o n d e m a n d m e a s u r e s ( e . g . , e x p a n s i o n o f r i d e s h a r i n g p r o g r a m s ) . W h i l e i n d i v i d u a l
e x p r e s s / H O T l a n e p r o j e c t s m i g h t p r o v i d e r e v e n u e t o f u n d f a s t e r b u s s e r v i c e a n d e x p a n d e d r i d e s h a r e
p r o g r a m s a l o n g s p e c i f i e d c o r r i d o r s , t h e p r o p o s e d i n t e g r a t e d e x p r e s s / H O T l a n e n e t w o r k a n d
c o r d o n / a r e a p r i c i n g p i l o t s a r e e x p e c t e d t o g e n e r a t e s u b s t a n t i a l r e v e n u e s f o r t r a v e l c h o i c e s t h r o u g h o u t
t h e r e g i o n . R e s e a r c h c o n d u c t e d i n t h e E x p r e s s T r a v e l C h o i c e s s t u d y i n d i c a t e s t h a t i n t e g r a t i n g m u l t i p l e
p r i c i n g s t r a t e g i e s a f f e c t s t r a v e l e r b e h a v i o r a n d r e i n f o r c e s b e n e f i t s a n t i c i p a t e d f r o m i n v e s t m e n t s i n
a l t e r n a t i v e t r a n s p o r t a t i o n m o d e s .
S u s t a i n a b i l i t y
T h e 2 0 1 2 R T P f o r t h e S C A G r e g i o n w i l l i n c o r p o r a t e t h e r e g i o n a l s t r a t e g y f o r s u s t a i n a b l e c o m m u n i t i e s .
T r a v e l d e m a n d m o d e l i n g s u g g e s t s t h a t t h i s s t r a t e g y w i l l r e s u l t i n a n a - p e r c e n t r e d u c t i o n i n p e r c a p i t a
G H G e m i s s i o n s f o r 2 0 2 0 a n d a 1 3 - p e r c e n t p e r c a p i t a r e d u c t i o n b y 2 0 3 5 . T h e p r o p o s e d e x p r e s s / H O T
l a n e n e t w o r k a n d c o r d o n / a r e a p r i c i n g a r e p a r t o f s e v e r a l s t r a t e g i e s t o a c h i e v e t h e s e G H G e m i s s i o n
r e d u c t i o n g o a l s . W h e n d e v e l o p i n g i t s s u s t a i n a b l e c o m m u n i t y s t r a t e g y , S o u t h e r n C a l i f o r n i a ' s
t r a n s p o r t a t i o n p a r t n e r s f o u n d t h a t t h e m o s t e f f e c t i v e m e a s u r e s i n v o l v e r e l y i n g o n v a l u e p r i c i n g t o
i n f l u e n c e t r a v e l e r b e h a v i o r , e x p a n d i n g t r a n s p o r t a t i o n d e m a n d m a n a g e m e n t ( T D M ) m e a s u r e s , a n d
s u b s t a n t i a l l y i n c r e a s i n g n o n - m o t o r i z e d t r a v e l . V a l u e p r i c i n g m a y a l s o p r o v i d e a d d i t i o n a l r e v e n u e s . I t
w i l l b e a n i n t e g r a l p a r t o f h o w S o u t h e r n C a l i f o r n i a r e d u c e s i t s c a r b o n f o o t p r i n t .
A k e y o b j e c t i v e f o r t h e m a n a g e d n e t w o r k o f e x p r e s s / H O T l a n e s i s t o m a x i m i z e t h e o p e r a t i o n a l
p e r f o r m a n c e o f t h e t r a n s p o r t a t i o n s y s t e m w i t h m i n i m a l i n v e s t m e n t i n n e w c a p a c i t y . T h i s w i l l a l s o
" p r o v i d e s e c o n d a r y b e n e f i t s i n a v o i d i n g t h e e n v i r o n m e n t a l i m p a c t s o f c a p a c i t y e x p a n s i o n . A l o n g w i t h o n �
2 5
4 1
Value Pricing Pilot Program Express Travel Choices (Phase If) Proposal
going efforts to link land-use decisions with transportation investments, the regional express/HOT
network and cordon/area pricing will result in a more sustainable Southern California. •
Equity
In the coming months, the Express Travel Choices study will analyze the equity impacts resulting from a
managed network of express/HOT lanes and cordon/area pricing. Complementary transit and non
motorized improvements to mitigate potential pricing impacts will be identified before work on the
implementation plan is initiated. However, the region's experiences with the 91 Express lanes and
Metro's ExpressLanes Demonstration Project reveal some of the potential equity impacts and mitigation
measures to be expected.
While equity is often cited as a potential issue with value pricing, tolls on the 91 Express lanes has
impacted low-income residents less than if the lanes had been financed through sales tax measures.
Dedicated sales taxes, passed by super-majorities, are the primary funding source for transportation
improvements in Southern California. A 91 Express lane impact study found that middle and upper
middle income travelers paid $26 million more each year under tolling than they would have through
sales taxes, while the very poorest travelers saved money under tolling ($3 million less than if they had
paid through sales taxes). The 91 Express lanes have also yielded operation improvements on the non
tolled, mixed-flow lanes. Even though the express lanes are used predominately by middle and upper
middle income travelers, lower-income travelers benefit without paying more. The 91 Express lanes are
very popular among all income groups despite the higher fees.
To address other equity concerns and the potential impacts of pricing on low-income commuters,
Metro's ExpressLanes Demonstration Project includes a Toll Credit Program. This mitigation program
was approved by the Metro Board of Directors on March 25, 2010 and is the first of its kind in California. •The program credits qualifying households with $25 for the account set-up/establishment fee. This
credit can be applied to the transponder deposit or pre-paid toll deposit. The program also waives the
monthly $3 non-usage maintenance fee. low-income commuters benefit substantially from the $70
million investment in the transit and rideshare elements included in the ExpressLanes program.
Southern California's transportation partners expect to implement similar measures for the proposed
network of express/HOT lanes and cordon/area pricing.
Congestion Reduction
Since the proposed pricing strategy integrates express/HOT lanes with cordon/area pricing, initial
analysis suggests that the traveling public will experience measureable reductions in congestion and
delay. The implementation plan focuses on maximizing the economic return of existing investments and
optimizing the use of the existing infrastructure, rather than substantially expanding roadway capacity.
In addition, cordon/area pricing is expected to increase transit utilization and leverage recent transit
investments in the pilot project areas.
Potential mode shifts are being analyzed on a corridor-by-corridor basis in the Express Travel Choices
study for SCAG's 2012 RTP. The identified mode shifts will help the region decide whether sufficient
transit capacity exists to meet the projected demand. If transit capacity is insufficient, pricing revenues
can fund new multi modal capacity (including tranSit, non-motorized, and ridesharing). The
implementation plan will leverage previous planning efforts and focus on components that require
detailed analysis prior to implementation. •26
42
Value Pricing Pilot Program Express Travel Choices (Phose II) Proposal
• The implementation plan is also linked to regional goods movement strategies. For example, the region
is considering truck-only lanes with tolls along the 1-710 and an east-west corridor that links 1-710 with
the rest of the region. Like the value pricing strategies proposed in this application, truck pricing is
expected to benefit freight traffic and other travelers. As part of its 2012 RTP, SCAG is preparing a
regional goods movement strategy to identify specific improvements and will be evaluating the impacts
of pricing on commercial vehicles, SCAG is conducting a stated-preference survey to measure the likely
behavioral responses of truck drivers to pricing in Southern California.
Safety
Build-out of the express/HOT lane network and im plementation of cordon/area pricing will yield
substantial safety benefits through improved traffic flow and reductions in motor vehicle trips (through
mode shifts and trip suppression). The Express Travel Choices study suggests that a substantial shift to
transit will occur when cordon/area pricing is imposed. For example, findings from stated-preference
survey indicate that with area priCing the percentage of commuters that would use transit would
increase from 5 percent to 27 percent based on the fee level imposed. Value pricing will also eliminate
trips not worth the cost to the traveling public. Lower VMT and the shift to safe modes (e.g., transit) will
reinforce the long-term trend of declining accident rates on Southern California's highways.
•
The addition of special purpose lanes has the potential to reduce safety at the access pOints. However,
Southern California has gained valuable experience in designs that curtail accidents related to lane
access through its extensive network of HOV lanes and growing network of express/HOT lanes. Lessons
from our substantial operating experience and state and national examples will help ensure that the
regional system is implemented with safety in mind.
The implementation plan will also benefit from insurance companies beginning to offer VMT-based
automobile insurance to California motorists. This market-based incentive, approved by the California
Insurance Commission in December 2010, will complement the value pricing implementation plan. The
Pay-As-You Drive Auto Insurance Program rewards drivers who voluntarily drive fewer miles with lower
auto insurance rates. The cordon/area pricing pilot projects will also include substantial investments in
non-motorized and public transportation, resulting in safety benefits for all travelers.
State of Good Repair
A key objective of the express/HOT lane network is to maximize operational performance from the
existing transportation system with minimal investment in new capacity. Southern California simply
does not have enough money to operate and maintain its transportation system at deSired levels nor
continue to invest in expansion. California's State Highway Operation and Protection Plan
(SHOPP)provides funding for highway operations and maintenance. Statewide, SHOPP is funded at only
24 percent of estimated need.
Regional leaders view value priCing as a promiSing strategy, because it can improve mobility and
generate revenue. While the actual revenues raised depend on whether optimal system usage or
revenue generation are the priority, experience with the 91 Express Lanes demonstrates that toll lanes
can provide sufficient revenue to pay debt service related to construction and cover operating and
• maintenance needs when this is the objective. The proposed value pricing strategies will need to
balance revenue and system operation objectives .
27
43
6
Value Pricing Pilot Program Express Travel Choices (Phase II) Proposal
While value pricing will not single-handedly lead to a state of good repair, it can make funds available for
operations and maintenance along the corridors where it is implemented. In addition, value pricing •helps to maximize operational performance and avoid continued highway expansion. In the long-term,
fewer highway miles reduce our overall system maintenance needs.
SOCIAL AND ECONOMIC EFFECTS
Full economic impact analysis of the managed network of express/HOT lanes and pilot projects for
cordon/area pricing will be completed later this year as part of the Express Travel Choices study.
Preliminary analysis indicates that the region's failure to reduce congestion has cost the region in output
(i.e., foregone increases in Gross Regional Product) and net losses in employment. REMI modeling for
the Express Travel Choices study indicates that a 10-percent reduction in congestion delay is associated
with an annual increase in Gross Regional Product of approximately $17 billion (2010 dollars) or 1.2
percent (see Figure 15). This is a significant increase in terms of the economy. Without pricing, the
Gross Regional Product is expected to grow $44 billion or 3 percent annually over the next 25 years. A
lO-percent reduction 'in congestion delay generates roughly one-third additional economic growth.
Likewise, the lO-percent reduction in congestion delay is associated with an increase of approximately
132,000 total jobs or an annual increase of 1.2 percent.
Figure 15: Economic Impact of Increasing Mobility through
Decreasing Travel Time Delay by 10% in SCAG Region
•
is associated with ...
Source: SCAG Express Travel Choices Study
The Express Travel Choices study is just beginning to explore the equity impacts of these value pricing
projects and its equity findings will be integrated into SCAG's 2012 RTP. Prior analyses of environmental
justice provide an indication of what the region may expect. Analyses for the 2008 RTP indicate that the
transit system expansion will provide low-income better access to employment via local bus and rail
compared to higher-income groups. Transit system expansion is focused on the same areas targeted for
the corridor/area priCing, which will likely encourage greater transit use. In addition, the 2008 RTP
identified no disproportionate accessibility impacts between income groups for automobile usage,
28 •
44
Value Pricing Pilot Program Express Travel Choices (Phose /I) Proposal
• As described earlier in this application, the value pricing strategies are expected to have a more
equitable financial impact than the dedicated sales taxes on which the region primarily relies for
transportation financing. Furthermore, a comparative analysis conducted for the 2008 RTP indicates
that the total tax burden (Le., sales, gasoline, and income) by income group falls heavily on higher
income travelers. Even without value pricing, the two lowest-income quintiles will pay just over 20
percent of total taxes collected in the region, but enjoy 65 percent of the transit time savings. The share
of taxes (60 percent) for the two highest-income quintiles will exceed the benefits they receive in local
transit time savings (16 percent) and account for only 9 percent of total bus and light rail usage. While
higher-income groups are anticipated to benefit the most from automobile travel time savings, they will
also incur the highest taxes.
The equity impacts of the managed network of express/HOT lanes and cordon/area pricing will be
evaluated in the coming months through the Express Travel Choices study_ The study will also explore
complementary transit and non-motorized improvements to mitigate potential pricing impacts. The
implementation plan developed in Express Travel Choices (Phose /I) will include these strategies as well
as promising strategies from the Metro Toll Credit Program.
7 ROLE OF ALTERNATIVE MODES
•
The pricing approach described in this application has the potential to enhance the attractiveness of
alternative modes, especially Metro Rail and BRT into downtown los Angeles. The cordon/area pricing
provides an economic incentive for travelers to use transit, while the strategic express/HOT network
ensures that freeway capacity is available for buses to use. Additional service along the EI Monte
Busway will provide other travel options for travelers to downtown los Angeles.
Transit plays a very important role in relieving demand on los Angeles freeways. The effect of transit
was seen during the Metro transit strike from October 14 to November 19, 2003. During the one-month
strike, freeway traffic and congestion increased dramatically. Delays on los Angeles freeways grew by
10 to 20 percent (see Figure 16) compared to the same weeks in the years before and after the strike.
The increases in delay occurred even though fall 2003 had significantly less rain (a major determinant of
congestion in los Angeles) than fall 2002 or fall 2004 and fuel prices were on par with other time
periods .
• 29
45
Value Pricing Pilot Program Express Travel Choices (Phase 1/) Proposal
Figure 16: Impact of Metro Transit Strike on Freeway Congestion in
the City ofLos Angeles •
300,00
275,00
250,00
:<:
Il 225,00
E
0
'"@J 200,00
>
Qj"' -c 175,00
0
~
:::J
0 150,00:r.. u
:2 125,00
OJ >
~ .OJ
c 100,00
~
0
I-75,00
50,00
25;00
1I~ .fl If) ,r, ,,~ -0 "0 ~ ~
;'!'\ c ¢ ~ ~ N ~? N
N"' ~ .-,') ~'-i " '" ~ n '" '" '" '" '" '" '" ~ '" 0 ~ '" '" ~ '" '" M '" '" M '" M '"~ " '" '""" •Days from Strike
Source: Co/trans PeMS data
Metro currently runs 10 BRT lines into downtown Los Angeles. The downtown area is also served by
numerous local and express bus services, Metro Rail (light and heavy), and the interregional Metrolink
commuter rail service. Southern California's transportation partners have invested heavily in transit
over the last 20 years, including rail (heavy, light, and commuter) lines shown in Figure 12. This project
will maximize this investment.
As Table 1 shows, BRT and express bus ridership has grown considerably over the last few years. BRT
ridership alone grew by 70 percent between Fiscal Year (FY) 2006 and FY2009, with much of the growth
occurring after 2008 when several lines began operation. About 44 percent of BRT ridership and 86
percent of express bus ridership is for trips on lines that run into downtown Los Angeles.
-"~__ ~-------T --j-
I
._--"-------
"0 ~ ~ ~ """' "'
30 •
46
" V a l u e P r i c i n g P i l o t P r o g r a m E x p r e s s T r a v e l C h o i c e s ( P h a s e 1 / ) P r o p o s a l
T a b l e 1 : M e t r o R i d e r s b i p b y L i n e T y p e a n d S e r v i c e t o D o w n t o w n L o s A n g e l e s
" S o u r c e : M e t r o d a t a
T h e r e i s l i k e l y t o b e s o m e c a p a c i t y a v a i l a b l e o n t r a n s i t t o c a r r y t r a v e l e r s w h o c h o o s e n o t t o d r i v e a s a
r e s u l t o f t h e p r i c i n g s t r a t e g i e s , e s p e c i a l l y c o r d o n / a r e a p r i c i n g . R e v e n u e s f r o m t h e p r i c i n g s t r a t e g i e s w i l l
b e u s e d t o e x p a n d o r e n h a n c e t r a n s i t s e r v i c e s t o e n s u r e t h a t s u f f i c i e n t t r a n s i t c a p a c i t y i s a v a i l a b l e .
F i g u r e 1 7 s h o w s t h e a v e r a g e l o a d r a t i o s ( r i d e r s p e r s e a t ) f o r t h e t h r e e m a j o r t r a n s i t s u b - m o d e s s e r v i n g
d o w n t o w n l o s A n g e l e s : b u s , M e t r o R a i l ( l i g h t a n d h e a v y ) , a n d M e t r o l i n k . T h e a v e r a g e l o a d r a t i o s l i s t e d
a r e f o r a l l r o u t e s ( i n c l u d e r o u t e s n o t i n d o w n t o w n l o s A n g e l e s ) a n d f o r t h e e n t i r e d a y . T h e a v e r a g e l o a d
r a t i o s f o r t h e d o w n t o w n l o s A n g e l e s s e c t i o n s o f t h e r o u t e s a r e l i k e l y h i g h e r . I n a d d i t i o n , t r a n s i t r o u t e s
t y p i c a l l y e x p e r i e n c e v e r y h e a v y r i d e r s h i p d u r i n g t h e p e a k c o m m u t e h o u r s w h e n b u s e s a n d t r a i n s a r e
o f t e n o v e r c a p a c i t y . H o w e v e r , a v e r a g e l o a d r a t i o s p r o v i d e a n i n d i c a t i o n o f h o w e f f i c i e n t l y v e h i c l e s a r e
b e i n g u s e d o v e r t i m e .
M e t r o R a i l h a s t h e h i g h e s t l o a d r a t i o s o f t h e s u b - m o d e s - e x c e e d i n g 5 0 p e r c e n t ( o r a n a v e r a g e o f t w o
s e a t s p e r r i d e r ) o v e r m o s t o f t h e l a s t d e c a d e . R e g i o n a l b u s e s o p e r a t e a t a b o v e 3 0 p e r c e n t , w h i c h i s
s i m i l a r t o t h e M e t r o l i n k a v e r a g e . S i n c e 2 0 0 3 , M e t r o R a i l h a s b e e n i n c r e a s i n g l y u t i l i z e d b y r i d e r s , w h i l e
b u s e s a n d M e t r o l i n k h a v e s h o w n s t a b l e t r e n d s .
" 3 1
4 7
8
Value Pricing Pilot Program Express Travel Choices (Phase II) Proposal
Figure 17: Average Regional Load Ratios (Riders per Seat) by Mode
100%
I-Bus I
90%
i
f-MetroRliI :
!_.L ,
80%
70% ;.
0 :;:;
ftI
IX., 60% .. .... -, _...
ftI
0 ....J
"iiic: 50%0
'iiQ
(II
IX
(II 40",(,l>O !!!
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~
30%
20%
./--......... -,---. .,.,',........ ".,-'''..".,-~ '/ r----G)""1!'Q
~ I
! _ ..
i / -!
,-~" ...-,...-...-.-,. -I~.. j
10% .. " .. I"
0% i
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
Year
•
•
Source: Metro
PROJECT TASKS
The following scope of work specifies tasks to develop the proposed implementation plan. It is
acknowledged that upon approval of this proposal, a formal cooperative agreement will be prepared,
which will include a refined scope of work with guidance from FHWA.
Task 1: Provide Project Management Support
The objective of this task is to provide coordination and management of project activities including
administrative, contractual and technical activities to accomplish project objectives. Task activities
include refinement to the scope of work with guidance from FHWA to clearly articulate the approach for
developing an implementation plan and submittal of a project management plan (PMP) defining project
control/management processes. Additionally, task activities include establishment and staffing of
project meetings as well as coordination with SCAG, Metro, and Caltrans' relevant technical advisory
and policy committees, and other agency stakeholders.
Deliverables: Revised scope of work and detailed project management plan.
32 •
48
" V a l u e P r i c i n g P i l o t P r o g r a m E x p r e s s T r a v e l C h o i c e s ( P h a s e I I ) P r o p o s a l
T a s k 2 : D e f i n e P r i c i n g A l t e r n a t i v e s I n c l u d i n g P i l o t P e r i m e t e r a n d O p t i o n s f o r P h a s i n g
T h e p r o p o s e d v a l u e p r i c i n g p i l o t p r o j e c t i n S o u t h e r n C a l i f o r n i a i n c l u d e s a t w o - p r o n g e d s t r a t e g y t o
a d d r e s s r e g i o n a l m o b i l i t y n e e d s : a n e x p r e s s / H O T l a n e n e t w o r k a n d c o r d o n / a r e a p r i C i n g . T h i s t a s k
i n c l u d e s a s s e s s m e n t o f a r a n g e o f c o n s i d e r a t i o n s a n d c o n s t r a i n t s t h a t a p p l y t o t h e t w o p r o p o s e d
s t r a t e g i e s . T h r e e s u b - t a s k s a r e i d e n t i f i e d b e l o w :
2 . 1 D e f i n e E x p r e s s / H O T L a n e N e t w o r k I n c l u d i n g P h a s i n g a n d O p e r a t i o n a l A l t e r n a t i v e s
S c r e e n i n g o f a l t e r n a t i v e e x p r e s s / H O T l a n e n e t w o r k c o n f i g u r a t i o n s , o p e r a t i o n a l p a r a m e t e r s , a n d p h a s i n g
w i l l b e d r a w n p r i m a r i l y f r o m r e c o m m e n d e d s t r a t e g i e s i d e n t i f i e d t h r o u g h t h e c u r r e n t E x p r e s s T r a v e l
C h o i c e s s t u d y a n d s u p p l e m e n t e d w i t h t e c h n i c a l f i n d i n g s f r o m M e t r o ' s L o s A n g e l e s C o u n t y 2 0 1 5 H O V t o .
H O T C o n v e r s i o n T e c h n i c a l F e a s i b i l i t y S t u d y . T h i s s u b - t a s k i n c l u d e s t h e f o l l o w i n g s t e p s :
" E s t a b l i s h g o a l s f o r o p t i m i z i n g s y s t e m ( e . g . , o p t i m a l t r a f f i c f l o w , r e v e n u e g e n e r a t i o n , e m i s s i o n s
r e d u c t i o n , e t c . ) a n d d e v e l o p c o m m e n s u r a t e m e a s u r e s / c r i t e r i a f o r e v a l u a t i o n - b u i l d i n g o n
c u r r e n t s t u d y a n d r e f i n i n g f o r i m p l e m e n t a t i o n / p h a s i n g o b j e c t i v e s ;
" D e t a i l c o r r i d o r c h a r a c t e r i s t i c s o f n e t w o r k c o n f i g u r a t i o n s , i n c l u d i n g p h y s i c a l c o n d i t i o n s a n d
c o n s t r u c t a b i l i t y w i t h e v a l u a t i o n o f v a r y i n g c r o s s - s e c t i o n s f o r r i g h t - o f - w a y a n d
d e s i g n / e n g i n e e r i n g o r o t h e r p h y s i c a l c o n s t r a i n t s ;
"
" D e f i n e a l t e r n a t i v e n e t w o r k c o n c e p t s , i n c l u d i n g p o t e n t i a l m o d i f i c a t i o n s t o a l i g n m e n t s a n d
s e g m e n t s a s a p p r o p r i a t e , v a r i a t i o n s i n a c c e s s a n d e g r e s s p o i n t s , r e s t r i p i n g o f l a n e s a s a p p l i c a b l e ,
o p e r a t i o n a l p o l i c i e s i n c l u d i n g o c c u p a n c y r e q u i r e m e n t s , a n d p o t e n t i a l l y v a r i a t i o n s i n
c o m p l e m e n t a r y m e a s u r e s ( i n c l u d i n g a c c e s s i b i l i t y t o t r a n s i t f a c i l i t i e s , c a p a c i t y / s e r v i c e l e v e l s a n d
t r a f f i c m a n a g e m e n t p r o j e c t s ) ; a n d
" I d e n t i f y p r i c i n g s t r u c t u r e s ( t o l l p o l i c y a l t e r n a t i v e s ) i n c l u d i n g c o n s t r a i n e d t o l l s o r t o l l c a p s w i t h
d y n a m i c p r i c i n g ( b y t i m e o f d a y / d e m a n d ) , v a r i a t i o n s b a s e d o n v e h i c l e o c c u p a n c y , h y b r i d v e h i c l e
u s e a n d o t h e r e x e m p t i o n s .
2 . 2 D e f i n e C o r d o n / A r e a P r i c i n g P i l o t P e r i m e t e r a n d O p e r a t i o n a l A l t e r n a t i v e s
S c r e e n i n g o f a l t e r n a t i v e g e o g r a p h i c c o n f i g u r a t i o n s , o p e r a t i o n a l p a r a m e t e r s , a n d p h a s i n g w i l l b e d r a w n
p r i m a r i l y f r o m t e c h n i c a l f i n d i n g s i d e n t i f i e d t h r o u g h t h e c u r r e n t E x p r e s s T r a v e l C h o i c e s s t u d y . T h i s s u b �
t a s k i n c l u d e s t h e f o l l o w i n g s t e p s :
" D e f i n e c o r d o n / a r e a p r i c i n g a l t e r n a t i v e s i n c l u d i n g p o t e n t i a l v a r i a t i o n s i n z o n a l s y s t e m s a s
a p p r o p r i a t e ; e x t e n t o f t h e h i g h w a y a n d a r t e r i a l n e t w o r k w i t h i n t h e c o r d o n / a r e a p e r i m e t e r ( e . g . ,
t o c a p t u r e t h r o u g h t r i p s o n t h e h i g h w a y a n d a r t e r i a l n e t w o r k ) a n d m o d i f i c a t i o n s t o h o u r s o f
o p e r a t i o n , o p e r a t i n g p o l i c i e s , a n d e n f o r c e m e n t ; v a r i a t i o n s i n e n t r y / e x i t c h a r g e p o i n t s o r i n t e r n a l
m o v e m e n t s ; a n d p o t e n t i a l v a r i a t i o n s i n c o m p l e m e n t a r y m e a s u r e s ( t r a n S i t a c c e s s i b i l i t y a n d
s e r v i c e l e v e l s , o t h e r i m p r o v e m e n t i n i t i a t i v e s i n c l u d i n g p a r k i n g a n d t r a f f i c m a n a g e m e n t
p r o j e c t s ) ;
" D e f i n e p r i c i n g s t r u c t u r e s ( t o l l p o l i c y a l t e r n a t i v e s ) i n c l u d i n g v a r i a b l e r a t e s b y l o c a t i o n a n d t i m e o f
d a y o r t i m e o f w e e k , i d e n t i f i c a t i o n o f p o t e n t i a l d i s c o u n t s a n d / o r e x e m p t i o n s ( e . g . , h y b r i d
v e h i c l e s , p u b l i c f l e e t s , t a x i s , c o m m e r c i a l v e h i c l e s , r e s i d e n t v e h i c l e s , e t c . ) ;
" E x a m i n e h o w t o i n t e g r a t e w i t h p a r k i n g p r i c i n g p o l i c i e s a n d o t h e r p r i c i n g m e a s u r e s i n c l u d i n g
" b e n e f i t a s s e s s m e n t d i s t r i c t s / b u s i n e s s i m p r o v e m e n t d i s t r i c t s ;
3 3
4 9
Value Pricing Pilot Program Express Travel Choices (Phose II) Proposal
• Analyze the feasibility of pricing overlays, including coordinated operation with Express HOT
Network; and •• Examine existing incentives for employees and private businesses (e.g., telecommute and night
deliveries).
2.3 Develop Integrated Express HOT Network and Cordon/Area Pricing Alternatives
The dominant approach to designing a pricing program often involves isolated assessment of a single
pricing strategy. The challenge for Southern California, however, is integrating multiple priCing
strategies under consideration for a coordinated approach to implementation. This sub-task focuses on
combining alternatives identified in 2.1 and 2.2 and developing feasible hybrid alternatives for phased
implementation.
Deliverables: Documentation of pricing alternatives identified for an express/HOT lane network and
cordon/area pricing.
Task 3: Evaluate Performance of Pricing Alternatives
Understanding the behavioral response of travelers is an important part of evaluating the policy
implications of different forms of congestion pricing. Depending on the type of pricing and the speCific
details of the pricing implementation, travelers may respond by shifting their primary travel route,
departure time, travel mode, or destination, or they may stop making certain trips all together or make
them less often. To enhance SCAG's capability to analyze the effects of pricing, recent efforts have
included major modifications to SCAG's regional travel demand forecasting model and collection of
stated-preference surveys to support model changes. SCAG is also developing a next generation
Activity-Based Travel Model and land Use Model-expected to be functional by 2012. This task includes •
some additional modifications, as may be needed, to incorporate use of additional modeling techniques
such as Dynamic Traffic Assignment (DTA) to analyze the regional express/HOT network and
cordon/area pricing pilot program. Task activities will include augmenting traffic, transit, and parking
data, as appropriate, to support modeling and analysis of alternatives.
Analysis of travel impacts will include changes in VMT, VHT, delay, as well as impact on level of service,
flows, speeds, safety, mode choice, route, and time-of-day, auto occupancy, transit usage, and parking
utilization. The impact analysiS will be conducted at the regional, corridor, cordon, and local levels, as
appropriate for the specific strategies. Additionally, analysis will be conducted for each of the strategies
individually and as combined alternatives.
Performance assessment will include air quality analYSis to evaluate the impact on regional levels of
Nitrous Oxides (NO.), reactive organic compounds, (ROCs), carbon monoxide (CO), particulate matter
(PM lO and PM 2s) and greenhouse gases (GHG). The analysis will be based on the traffic data produced
and include estimates of total pollutants for the entire study area.
Additionally, community impact assessments will be conducted. Pricing alternatives that involve a
cordon charge during select time periods would impact local and adjacent communities. It will be
critical to understand the impact on local businesses and to consider t~e spill-over effects on adjacent
communities, including increased traffic and parking demand, and localized economic effects.
34 •
50
" V a l u e P r i c i n g P i l o t P r o g r a m E x p r e s s T r a v e l C h o i c e s ( P h o s e / I ) P r o p o s a l
E c o n o m i c a s s e s s m e n t m e t h o d o l o g i e s w i l l c o n s i d e r d i r e c t u s e r b e n e f i t s o f t h e p r i c i n g a l t e r n a t i v e s t o t h e
c o s t o f i m p l e m e n t i n g . D i r e c t u s e r b e n e f i t s i n c l u d e v a l u e o f t r a v e l t i m e s a v i n g s , r e d u c e d v e h i c l e
o p e r a t i n g c o s t s , r e d u c e d e m i s s i o n s , p o l l u t i o n , n o i s e a n d e n e r g y u s e , e t c . P r i c i n g a l t e r n a t i v e s a r e
a n t i c i p a t e d t o i m p r o v e m o b i l i t y w i t h i n c o r r i d o r s a n d p r i c i n g a r e a s / z o n e s f o r b o t h p a s s e n g e r v e h i c l e s
( a u t o s ) a n d t r u c k s , b u t m a y h a v e t h e p o t e n t i a l t o r e d u c e t o t a l t r i p s . A s s u c h , i m p a c t s o n b u s i n e s s e s w i l l
n e e d t o b e e v a l u a t e d . A n a l y s i s w i l l i n c l u d e l a b o r m a r k e t a n d i n d u s t r y i m p a c t s , i n c l u d i n g t h e d i s t r i b u t i o n
o f e c o n o m i c a c t i v i t i e s w i t h i n t h e p r i c i n g a r e a / z o n e . A d d i t i o n a l l y , a n a l y s i s w i l l i n c l u d e d i s t r i b u t i o n o f
b e n e f i t s a n d i m p a c t s a c r o s s d i f f e r e n t s o c i o - e c o n o m i c g r o u p s ( e . g . , l o w - i n c o m e g r o u p s ) .
D e l i v e r a b l e s : d a t a c o l l e c t i o n a n d m o d e l i n g ; p e r f o r m a n c e e v a l u a t i o n r e p o r t i n c l u d i n g a s s e s s m e n t o f
t r a n s p o r t a t i o n i m p a c t s - l o c a l i z e d a n d a t r e g i o n a l l e v e l ; e c o n o m i c a n a l y s i s t e c h n i c a l r e p o r t ; a n d
e n v i r o n m e n t a l a n a l y s i s t e c h n i c a l r e p o r t
T a s k 4 : D e f i n e T e c h n o l o g y R e q u i r e m e n t s
I m p l e m e n t a t i o n o f t h e r e g i o n a l e x p r e s s / H O T l a n e n e t w o r k w i l l c o n t i n u e C a l i f o r n i a ' s u s e o f t h e F a s T r a k T M
e l e c t r o n i c t o l l c o l l e c t i o n s y s t e m . T h e F a s T r a k T M s y s t e m i s m a d e u p o f a n e l e c t r o n i c t r a n s p o n d e r t h a t i s
m o u n t e d o n t h e i n s i d e o f a v e h i c l e ' s w i n d s h i e l d , t o l l r e c o r d i n g e q u i p m e n t l o c a t e d o n t h e r o a d , a n d a n
e n f o r c e m e n t s y s t e m . F a c i l i t i e s t h r o u g h o u t C a l i f o r n i a u s e t h e F a s T r a k n . . s y s t e m . l a u n c h o f t h e
E x p r e s s L a n e s D e m o n s t r a t i o n p r o j e c t i n l o s A n g e l e s C o u n t y w i l l a l s o e m p l o y F a s T r a k T M b u t w i t h t h e
o p t i o n o f a " s e l f - d e c l a r a t i o n " t r a n s p o n d e r t h a t c a n a c c o u n t f o r d i f f e r e n t m i n i m u m o c c u p a n c y
"
r e q u i r e m e n t s .
A d d i t i o n a l a n a l Y S i s , h o w e v e r , i s n e e d e d t o s p e c i f y t h e t e c h n o l o g y r e q u i r e m e n t s f o r t h e c o r d o n / a r e a
p r i c i n g p i l o t p r o g r a m . A k e y c o n s i d e r a t i o n i n d e v e l o p i n g t h e t o l l c o l l e c t i o n s y s t e m f o r t h e p i l o t p r o g r a m
w i l l b e i n t e g r a t i o n w i t h t h e e x i s t i n g F a s T r a k "! s y s t e m t o e n s u r e a s e a m l e s s e x p e r i e n c e f o r t h e t r a v e l i n g
p u b l i c . A d d i t i o n a l l y , s y s t e m d e s i g n c r i t e r i a s u c h a s c o s t , p e r f o r m a n c e , r e l i a b i l i t y , a n d s i m p l i c i t y w i l l b e
i m p o r t a n t i n d e t e r m i n i n g s p e c i f i c a t i o n s t h a t m e e t t h e p r o p o s e d c o r d o n / a r e a p r i c i n g p r o g r a m g o a l s .
T e c h n o l o g y e v a l u a t i o n w i l l i n c l u d e i d e n t i f i c a t i o n o f i m p l e m e n t a t i o n c o s t s a n d s c h e d u l e s ; s y s t e m
d e p l o y m e n t r e q u i r e m e n t s i n c l u d i n g t e c h n o l o g y i n f r a s t r u c t u r e n e e d s ; i n s t i t u t i o n a l , l e g a l a n d
e n f o r c e m e n t r e q u i r e m e n t s , i n c l u d i n g a d d r e s s i n g p r i v a c y i s s u e s a s a p p l i c a b l e ; a n d I T S a r c h i t e c t u r e
r e q u i r e m e n t s .
D e l i v e r a b l e s : T e c h n o l o g y d e s i g n a n d s p e c i f i c a t i o n r e p o r t f o r c o r d o n / a r e a p r i c i n g .
T a s k 5 : D e v e l o p I n v e s t m e n t a n d F i n a n c i a l P l a n
T h e p r i m a r y f o c u s o f t h i s t a s k i s t o a s s e s s t h e r e v e n u e g e n e r a t i n g c a p a c i t y o f t h e p r i c i n g a l t e r n a t i v e s
i d e n t i f i e d i n T a s k 2 . T h e f i n a n c i a l a s s e s s m e n t w i l l i n c l u d e i d e n t i f i c a t i o n o f n e t e x c e s s r e v e n u e g e n e r a t e d
a f t e r c a p i t a l a n d o p e r a t i n g e x p e n s e s f o r e a c h o f t h e p r i c i n g a l t e r n a t i v e s . A t a m i n i m u m , t h e f i n a n c i a l
m o d e l w i l l i n c l u d e t h e f o l l o w i n g e l e m e n t s :
" A n n u a l i z e d r e v e n u e s ,
" D e d u c t i o n s f o r d i s c o u n t e d a n d e x e m p t e d v e h i c l e s ,
"
" C a p i t a l c o s t s - e q u i p m e n t a n d c o n s t r u c t i o n e x p e n s e s ,
" O t h e r u p f r o n t c o s t s - R O W a c q u i s i t i o n , p l a n n i n g , f i n a n c i n g , e t c . , a n d
3 5
5 1
Value Pricing Pilot Program Express Travel Choices (Phase 1/) Proposal
• Operation and maintenance costs; enforcement, surveillance, and administrative costs (e.g.,
transaction, customer service, etc.).
•
To help balance financial returns against congestion impacts, revenue forecasting and travel demand
modeling activities will be iterative. The revenue model should facilitate sensitivity analyses of various
pricing levels and financing options (debt and equity financing) including the potential impact of public
private partnerships (e.g., operating concessions). Analysis will be incorporated into a final financial
plan for each of the pricing alternatives.
Additionally, this task includes development of an investment plan for the allocation of excess revenues.
Analysis will include identification of added financial capacity generated from pricing revenues to
supplement funding for transit services, road improvements, road capacity acceleration and/or
expansion, or systems management, as may be applicable.
Deliverables: Documentation offinancial analysis conducted for each alternative, including investment
and financial plans.
Task 6: Assess Institutional and Legislative Requirements for Implementation
The implementation of a pricing program requires a lead agency to administer and collect fees; issue
bonds to finance capital expenditures as may be needed, and to enter into contracts/cooperative
agreements with private entities and government agencies. This task includes evaluation of institutional
arrangements and governance including evaluation of successful models (e.g., establishment of a Joint
Powers Authority) for pricing alternatives. Analysis will identify the legislative, statutory, and inter
agency policy requirements that will govern the ability of Southern California transportation agencies to
implement and operate the proposed pricing program. Additionally, analysis will include identification •
of actions necessary to obtain enabling legislation for tolling authority (e.g., state legislative authority
and local approvals) as well as cooperative agreements and procurement options to facilitate project
delivery. The pricing program will require legislative actions for toll collection, incurring debt, toll
enforcement, and authority to procure and contract for design, construction and operation. Focus will
be placed on selecting the appropriate project delivery method, including traditional design-build as well
as operation concessions/public-private partnerships. Additionally, analysis will include identification of
federal, state, and local regulatory approvals and other clearances to implement the pricing program
(i.e., environmental clearances as well as consistency and compliance with local and regional plans).
Federal laws on tolling of interstates and federal-aid highways will need to be considered. Additionally,
analysis will consider federal programs (e.g., Special Experimental Projects No. 15 or SEP-15) allowing
deviations from federal regulations, and any resulting Early Development Agreements.
Deliverables: Technical report addressing the legislative and institutional requirements for implementing
the pricing program.
Task 7: Conduct Stakeholder Outreach and Marketing Campaign
Prepare and execute an extensive public outreach campaign. The outreach campaign will be applied
throughout the duration of the project, and will include the implementation of a comprehensive
communication strategy to educate regional stakeholders, the general public, and political leaders. This
36 •
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Value Pricing Pilot Program Express Travel Choices (Phose 1/) Proposal
• campaign should include the establishment of multiple advisory committees, targeted thematic
workshops, and focused industry sector meetings, as well as direct outreach meetings with affected
communities and stakeholders. Additionally, outreach will include market research activities, in
strategic iterations throughout the project, to gauge public awareness and opinion about the proposed
strategies. In addition to focus groups, public opinion surveys will be conducted to determine overall
awareness and level of acceptability. The outreach effort will include development of marketing and
educational materials (e.g., print, web including use of social media tools, video, etc.).
The outreach campaign will be designed to gain support and build coalitions (among regional
stakeholders, political leaders, media, and advocates) for carrying out the implementation plan and to
secure support for the ultimate implementation of the express/HOT lane network and cordon/area
pricing pilot program. A key element of the outreach campaign will be to identify a successful path to
implementation that strikes a balance between the most effective management of system supply and
demand and what is viable both politically and from a transportation consumer's perspective.
Deliverable: Public involvement and education plan, marketing materials, market research reports
including identification and analYSis of data from surveys/focus groups, and outreach
meetings/workshops summaries.
Task 8: Develop Implementation Plan Including Pilot Program Procurement Documentation and
Design Specifications
• This task includes development of detailed phasing and implementation plan for a regional express/HOT
lane network and cordon/area pricing pilot program. The implementation plan will draw upon the
findings and recommendations from each of the analyses completed in previous tasks.
The implementation plan will include identification of institutional roles/responsibilities in the
collection, administration and distribution of revenues; concept of operations; technology requirements,
conceptual design specifications, and detailed financial plan.
Procurement documentation will be developed for the system design needed to launch cordon/area
pricing pilot recommendations. Additionally, monitoring plans will be developed to conduct before and
after assessments of travel time savings, economic, environmental, and safety benefits (with driver and
transit surveys; and highway traffic and transit operating data; and public opinion surveys). Monitoring
is discussed further in section 11.
Deliverables: Implementation plan including procurement documentation, conceptual design
specifications, concept of operations, financial plan, and procurement documentation .
• 37
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9
Value Pricing Pilot Program Express Travel Chaices (Phase 1/) Proposal
PROJECT TIMELINE •The overall schedule for completion of the tasks identified in this proposal is estimated to be two years
(see Table 2)-following the Express Travel Choices study. Implementation activities for the pilot
program would begin in 2013 with full scale deployment by 2015-2016.
Table 2: Proposed Schedule by Task
Year 1 Year 2
Provide Project Management Support
ask 2 Define Pricing Alternatives Including Pilot
Perimeter and Options for Phasing
Task 3 Evaluate Performance of Pricing Alternatives
Task 4 Define Technology Requirements
Task 5 Develop Investment and Financial Plan
Task 6 Assess Institutional and legislative
Requirements for Implementation
Task 7 Conduct Stakeholder Outreach and Marketing
Campaign
Task 8 Develop Implementation Plan
•
•38
54
Value Pricing Pilot Program Express Travel Choices (Phase 1/) Proposal
• 10 ITEMIZED BUDGET
Proposed Budget by Task
The proposed budget for this proposal is $4 million and is shown below in Table 3.
Table 3: Proposed Budget by Task
Budget
Task 1 Provide Project Management Support
,(?IXi,
Task2 Define Pricing Alternatives Including Pilot Perimeter and Options for Phasing $400,000
Define Express/HOT Lane Network Alternatives $150,000
Define Cordon/Area Pricing Alternatives $150,000
Integrate Express/HOT Lane Network and Cordon/Area Pricing $100,000
t',',',' ;',', '1") ,;,;;~;\
Task 3 Evaluate Performance of Pricing Alternatives $1,200,000
Data Collection and Model Enhancement $500,000
Express/HOT Lane Network Alternative Analysis $200,000
Cordon/Area Pricing Alternative Analysis $300,000
Economic Impact Analysis $200,000
•
''!!iii,,;,: .,i'Yi'Rl: ';")','X;,
','Y",'
Task 4 Define Technology Requirements for Cordon/Area Pricing $350,000
Evaluation of Pricing Technologies for Cordon/Area Pricing $100,000
System Design and Integration with Express/HOT Lane Network $250,000
,'~
Task5 Develop Investment and Financial Plan $350,000
"C\~ii;fj:~i' , , ',',"J'W"C',
Task 6 $350,000
Express/HOT Lane Network Requirements
Cordon/Area Prici ng Requirements
Assess Institutional and Legislative Requirements for Implementation
$200,000
$150,000
,:~:1i{",;~,,;., '1;;' '.'" ..'£-'i~;YF"E{,,<,.:,',lk1i"< ',.',i';!\'T.'"';~~)l'if,', '.",'; /iY ,"10.s, : <'"~I,';?;" ,,;:2}" ,';,;''y':,.k( .
Task 7 Conduct Stakeholder Outreach and Marketing Campaign $700,000
Express/HOT Lane Network Approach $200,000
Cordon/Area Pricing Approach $500,000
.";,;~::,, ·,,"'2i';i~" ":';1\\';,'"~I : 'x' ;c;. ',if "',,i :Ji; , .•. '.",':",1O)j0i,,;;.'. '.',,','.',, ":
TaskS Develop Implementation Plan $350,000
Concept of Operations and Procurement Documentation
,'.',:',S;' "r;,;"::>"",,, ',. ,:,,',,":1,,',',",,:\,:' Ce.,;;;: ..•••...•••......•.••.. 'c';
Total $4,000,000
Description of All Funding Sources
A 20 percent local match of $800,000 would be required if this proposal is accepted for funding by the
FHWA. The anticipated main funding source for the local match is local Transportation Development Act
(TDA) funds .
• 39
55
11
Value Pricing Pilot Program Express Travel Choices (Phase /I) Proposal
MONITORING PLAN •
As part of the value pricing project, Southern California's transportation partners intend to conduct
long-term monitoring to assess the impact of the pricing strategies on driver behavior, traffic volume,
and transit ridership. In addition, CARB will monitor how well the SCS (of which the value pricing project
is a critical component) helps SCAG meet AB 32 GHG goals. The monitoring will leverage existing
information from PeMS, Metro, and public opinion surveys, as well as include additional data collection
after implementation.
For the pricing demonstrations on the 1-110 and 1-10, Metro conducted extensive monitoring. Metro's
State tolling authority as well as the Congestion Reduction Demonstration Program requires monitoring
and evaluation of implementation projects. Specifically, monitoring and evaluation includes 12 months
of pre-cleployment data collection, one-year demonstration period, and post-deployment data
collection. The Framework for the Evaluation Executive Summary is included in Appendix D. Metro's
state tolling authority requires Caltrans and Metro to report jointly to the Legislature by December 31,
2014. It is anticipated that a similar commitment to monitoring, evaluation, and reporting of the
cordon/area pricing pilot projects will also take place.
In the Express Travel Choices study, SCAG conducted a public opinion survey to gauge the public's
perception of value pricing and willingness to accept such innovative strategies. In the survey, SCAG
found that 70 percent of Southern California residents have favorable views of express lanes. Similar
survey conducted after implementation could show how travelers' opinions of pricing change with
experience.
Stated-preference surveys conducted for the Express Travel Choices study suggest that travelers have
flexibility to adjust travel times and destinations. Detailed monitoring of freeway traffic flows after
implementation can help determine how accurately the state-preference surveys predict driver
behavior.
The region and the State of California have an extensive Archived Data User Service (ADUS) for freeway
traffic data called PeMS. The system collects traffic data in real-time from over 32,000 individual
detectors across California. Approximately 9,400 of these detectors are located in Los Angeles County
and more are available throughout the SCAG region. PeMS also provides over ten years of data for
historical analysis. It integrates a wide variety of information from Caltrans and other local agency
systems including:
• Traffic detectors,
• Incidents,
• Lane closures,
• Toll tags;
• Census traffic counts,
• Vehicle classification,
• Weight-in-motion, and
• Roadway inventory.
•
40 •
56
Value Pricing Pilot Program Express Trovel Choices (Phose II) Proposal
• The monitoring plan for the Express Travel Choices (Phase II) pre-implementation project will include
before and after assessments of project impacts using three components:
• Public opinion survey - A public opinion survey will be conducted after implementation. The
results of this survey can be compared with the survey conducted during the Express Travel
Choices study to see how opinion's of value pricing change after implementation.
• Driver and transit surveys -This information will be supplemented with surveys of drivers and
transit riders into downtown Los Angeles to determine factors that affect travel behavior and
mode choice.
• Analysis of highway traffic and transit operating data -Metro transit statistics and PeMS
monitoring data provide a database of before and after data to explore issues, such as how
value pricing has affected travel times, reliability, collisions, and transit ridership into downtown
Los Angeles ..
As required for the VPP program, long-term monitoring and documentation of the project's effects will
continue for at least ten years after implementation.
12 FINANCE AND REVENUE PLAN
• The Express Travel Choices (Phase If) pre-implementation project includes the development of a
comprehensive financial plan as identified in the project task section-':Task 5 of Section 8. The plan will
identify all sources and uses of revenues and detail annual capital and operating costs.
USing the conceptual designs of alternatives defined in Task 2, cost estimates will be developed and/or
refined as appropriate, including necessary right-of-way, construction, signing, striping, technological
systems and associated transit or carpool facility improvement costs. Additionally, annualized cost
estimates for operation and maintenance, administrative, and enforcement will be developed.
Further, each of the pricing alternatives will be tested with toll optimization procedures-to balance
benefits of a robust revenue stream with travel benefits. Using SCAG's regional travel demand model
and potentially micro-simulation tools for specific segments/areas as appropriate, demand, optimal
average toll rates, and annual revenue will be estimated.
Based on cost and revenue estimation efforts, a financial feasibility assessment will include a cash flow
analysis-matching revenue sources (toll revenues and other sources of funding) with capital and
ongoing operation and maintenance expenses. Analysis will also include evaluating the potential for
private equity investment, identification of additional public resources as may be needed, as well as the
potential for innovative debt financing strategies to expedite implementation. Pilot initiatives will be
designed to be self-sustaining within the time period specified as per FHWA's VPP program
requirements. Operational parameters and optimal phasing of system components will be critical in
designing a financially sustainable project.
Already, Southern California has consistently relied upon local initiatives to facilitate implementation of
• transportation projects as voters have passed measures dedicating a portion of sales taxes to
transportation projects. Approximately 70 percent of expected revenues in the 2008 Regional
41
57
Value Pricing Pilot Program Express Travel Choices (Phase 1/) Proposal
Transportation Plan (RTP) are from local sources. A majority (about 69 percent) of these local revenues •
rely on sales tax revenues. Recent experimentation with pricing initiatives throughout the region
continues to reinforce a local "self-help" approach to financial sustainability. The design of pilot
initiatives as proposed in this application wi" incorporate this "self-help" emphasis to ensure financial
sustainability.
13 PREVIOUS PUBLIC INVOLVEMENT
With over a decade and a half of experience with HOT lanes in the region, the public's understanding
and support of pricing as a valuable transportation choice is widespread. Indeed, public opinion surveys
conducted for the Express Travel Choices study indicate that 70 percent of Southern California residents
have favorable views of express lanes, even if they do not readily associate them with value or
congestion pricing. Cordon/arE~a pricing is less well-known and is the subject of additional outreach
efforts in the Express Travel Choices study.
Declarations of support for value pricing as a regional transportation strategy began with the 2008 RTP,
in which the SCAG Regional Council (comprising 84 members representing 6 counties and over 190
cities) directed SCAG staff to conduct a detailed study for establishing a regional strategy on congestion
pricing for the 2012 RTP. The Express Travel Choices study delivers on that direction. The Express Travel
Choices study includes a comprehensive public outreach component with a Steering Committee
(comprising representatives from the public and private sectors, academic and research institutions,
advocacy organizations, and various other transportation stakeholders); public opinion surveys; focus
groups; a study website, and regular study update presentations to SCAG's technical and policy
committees, and groups throughout Southern California. Because the Express Travel Choices study will
be integrated into the 2012 RTP, it will benefit from the full public involvement plan prepared pursuant
to state and federal requirements. •
At a local level, extensive community outreach efforts are underway in conjunction with Metro's
Congestion Reduction Demonstration Project (HOT lanes on 1-10 and 1-110). Efforts have included
targeted focus groups, license plate and public opinion surveys, outreach meetings with affected
communities (Community Advisory Groups or CAGs), meetings with Metro's Ad-Hoc Congestion Pricing
Committee (comprising elected officials), and media relations activities. Recent media news clips are
provided in Appendix C.
The VPP program grant will support an outreach campaign for coalition building and media relations to
ensure public support before implementation of the express/HOT lane network and the cordon/area
pricing components.
14 LEGAL AND ADMINISTRA TIVE REQUIREMENTS
SCAG is currently developing the 2012 RTP for Southern California. The new RTP will incorporate
findings and recommendations from the Express Travel Choices study. This will ensure that the
implementation plan is included in the approved metropolitan transportation plan and that the
elements in the implementation plan associated with determining the metropolitan transportation
plan's conformance with the state air quality implementation plan are fully analyzed concurrent with
the 2012 RTP adoption.
42 •
58
Value Pricing Pilot Program Express Travel Choices (Phase II) Proposal
• While the 2012 RTP will address environmental impacts at a programmatic-level consistent with state
and federal environmental requirements, subsequent project-level environmental analysis will be
required for consistency with state and federal requirements. Detailing of other subsequent activities
for meeting federal, state, and local legal, planning, and administration will be established through the
implementation plan.
As part of the Express Travel Choices (Phase 1/) pre-implementation project, Southern California's
transportation partners will facilitate California authorizing legislation as well as review the applicability
of recent California law to a cordon/area pricing program. Existing state law (California Vehicle Code
Section 9400.8) provides that a local agency may not impose a new tax, permit fee, or other charge for
the privilege of using streets and roads after December 31, 1990, except for a permit fee for extra-legal
loads and unless the fee was imposed after June 1, 1989. Therefore, any cordon/area pricing program
will require authorizing state legislation to ensure that this prohibition does not apply to the authorized
program.
Additionally, the recent passage of Proposition 26 will need to be considered. Approved by California
voters on November 2, 2010, Proposition 26 amended the State Constitution and reclassified certain
fees as taxes. While a cordon/area pricing program may fall within the exception for service-related
fees (particularly if the revenues are used for operation and maintenance of the system within the
cordon), the implementation plan will explore this issue further.
• As described earlier in this proposal, express lanes have enjoyed considerable public support, so
authorization to implement has significantly progressed. Specific to Metro's existing state enabling
authority for tolling, SB 1422 (Ridley-Thomas) was enacted on September 28, 2008, providing Metro
with legal authority to implement the ExpressLanes projects' congestion pricing component by adding
Section 149.9 to the California Streets and Highways Code. Two years later, on September 29, 2010,
AB 1224 (Eng) was enacted, which extends Metro's tolling authority until January 2015.
In October 2009, the Governor signed AB 798 establishing the California Transportation Financing
Authority (CFTA). The CFTA has the power to grant tolling authority to Caltrans or to any regional
transportation agency so long as certain conditions are met. AB 798 also lifts the requirement for the
HOT lane projects authorized under AB 1467 (such as the 1-10 and 1-110 ExpressLanes) to have separate
legislative approval. These changes will significantly increase the possibilities to use tolling as a
financing and traffic management tool in the state.
15 PRIVATE ENTITY INVOLVEMENT
No private entity participation is planned for expenditure of grant funds or cost sharing in development
of this implementation plan. However, based on recent discussions with private entities and regional
experience with public-private partnerships, opportunities for private entity participation are
anticipated in full-scale implementation. The implementation plan will outline potential roles for private
entities in successful delivery ofthe regional express/HOT lane network and cordon/area pricing
program. Metro is also utilizing a Design-Build-Operate-Maintain (DBOM) contract for the ExpressLanes
demonstration project in Los Angeles County. Task 6 of Section 8 provides additional discussion on
• evaluating the potential for private entity involvement.
43
59
Value Pricing Pilot Program Express Travel Choices (Phose /I) Proposal
16 TOLL COLLECTION EQUIPMENT •
Tolling Authority
Southern Ca~ifornia's transportation partners are not seeking toll authority through the VPP program,
since this application is for support of pre-implementation efforts only. Toll authority will be required
for the express/HOT lane network and cordon/area pricing during implementation. As noted in the
Federal Register, there are a number of programs outside the VPP program that can provide the
necessary federal toll authority: HOV-to-HOT Conversion Program (23 USC 166), Interstate System
Reconstruction and Rehabilitation Pilot Program, Interstate System Construction Toll Pilot Program,
ExpressLanes Demonstration Program, and Section 129 toll agreements. One of these programs will be
used for toll authority to preserve the programming lines in the VPP program.
Compatibility of Tolling Equipment
The toll collection equipment chosen for the Express Travel Choices network will be compatible with
other regional electronic toll collection (ETC) systems. Southern California's transportation partners will
continue using the FasTrak'" ETC system for the regional express/HOT lane network and cordon/area
pricing. In 1990, the California Legislature passed "Title 21/1 (California Senate Bill 1523, Chapter 1080,
Section 27565), which required a single statewide specification for ETC in California. As a result,
compatible FasTrak'M systems are used on all tolling facilities in California. The FasTrak'''' system
consists of an electronic toll tag (placed inside vehicles), toll recording equipment located on the road,
and an enforcement system.
Travelers can us~ FasTrak'M on all Southern California toll roads, including the 91 Express Lanes and the
San Joaquin Hills (SR-73) and Foothill/Eastern (SR-241, SR-133 and SR-261) Toll Roads in Orange County.
FasTrak'M is also accepted on the South Bay Expressway (SR-125) and 1-15 Express Lanes in San Diego
County, the 1-680 Express Lanes in Alameda and Santa Clara counties, and all eight bridges in the San
Francisco Bay Area. FasTrak'M will be used soon on the 1-580 Express Lanes. The ExpressLanes
Demonstration project (1-10 and 1-110) in Los Angeles County will also employ FasTrak'M but with the
option of a Itself-declaration" transponder that can account for different minimum occupancy
requirements.
Currently, five Customer Service Centers (CSCs) operate FasTrak™ accounts for travelers in California:
• Bay Area FasTrak'M Customer Service Center,
• Orange County Transportation Authority (OCTA),
• San Diego Association of Governments (SANDAG),
• Transportation Corridor Agencies (TCA), and
• South Bay Expressway.
Although the accounts are separate, money is transferred among the agencies, so the back-office
functions are hidden and seamless from the standpoint of the traveling public.
In response to Title 21, Caltrans formed the California Toll Operators Committee (CTOC). One goal of
•
the CTOC is to offer interoperability to customers including the ability to offer a single account
statement to each customer setting their transaction activities on aU participating facilities. Each toll
44 •
60
Value Pricing Pilot Program Express Travel Choices (Phase /I) Proposal
• agency establishes an electronic interface to CTOC participating agencies for the exchange of
transponder status and toll transaction data according to the Interface Control Document that governs
the exchange of information. The tolling agency processes away accounts (transponders issued by other
California tolling agencies) and transfers of funds for its transponder accounts used on other facilities.
The CSC provides pre-paid customer toll account management, violations processing, and programmatic
accounting functions. Each CSC receives transaction data from the toll collection system and posts the
transactions to customer accounts and to the (TOC clearinghouse.
It is envisioned that a similar approach and process will apply to the cordon/area pricing pilot and an
inter-county express/HOT lane network. Tolling for the network could be handled through an existing,
new, or consolidated CSc. The Bay Area CSC provides a useful example of a single service center for
multiple agencies in a region. A copy of Title 21 is included in Appendix E.
The FasTrak'M system has the potential to collect origin-destination, speed, and volume information if
antennas are placed around the transportation network. For example, Caltrans and the Metropolitan
Transportation Commission (MTC) use FasTrak™ data to supplement other archived traffic data for
system monitoring in the San Francisco Bay Area. This information could be use for monitoring and
evaluating the implementation of the cordon/area pricing pilot and an inter-county express/HOT lane
network. Starting January 1, 2011, traveler location data is kept private as a result of California Senate
Bill 1268.
•
FasTrak'M also facilitates travel by alternate modes and can be used for innovative parking strategies.
For example, FasTrakTM is used to facilitate bus travel through toll lanes on existing facilities. The San
Francisco International Airport has recently started accepting FasTrak'M to pay for airport parking .
FasTrak'M could be used later for more innovative parking strategies in downtown Los Angeles.
As noted in the project tasks, the Express Travel Choices (Phase II) pre-implementation project will
include detailed technology requirements for the cordon / area pricing pilot program. A key
consideration in developing a toll collection system for the pilot program will be integration with the
existing FasTrak'M system. This will help ensure a seamless travel experience for the public .
• 45
61
Value Pricing Pilot Program Express Travel Choices (Phase /I) Proposal
•
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•
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Value Pricing Pilot Program Express Travel Choices (Phase 1/) Proposal
•
• Appendix A: California HOV/Express Lane Business Excerpt
•
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Value Pricing Pilot Program Express Travel Choices (Phase II) Proposal
•
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•
64
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c h a l l e n g e s t o t r a n s f o r m i n g t h e H O V o p e r a t i o n s b u s i n e s s i n t o s o m e t h i n g m o r e d y n a m i c a n d m o d e r n . A f t e r
i s s u e s f r o m t h e d r a f t B u s i n e s s P l a n w e r e a d d r e s s e d , o n e - o n - o n e r e g i o n a l m e e t i n g s c o n f i r m e d b u y - i n .
) � I n 2 0 0 9 C a l t r a n s w i l l b e g i n t o s o l v e s t r a t e g i c c h a l l e n g e s w i t h t h e h e l p o f p a r t n e r s i n f o u r f o c u s a r e a s .
: ; . . . B y 2 0 1 2 C a l i f o r n i a w i l l h a v e t h e k n o w l e d g e a n d t o o l s t o d e s i g n a t r u e H O V / E x p r e s s L a n e D e v e l o p m e n t P l a n .
S t a t e p o l i c i e s w i l l p r o v i d e c o n s i s t e n t b o u n d a r i e s a n d p h i l o s o p h i e s f o r r e g i o n a l l y - s p e c i f i c p r o j e c t s .
C h a n g i n g L a n d s c a p e :
" B y 2 0 0 6 , t h e t r a n s p o r t a t i o n e n v i r o n m e n t i s f o c u s i n g m o r e o n s y s t e m - m a n a g e m e n t
& c o n g e s t i o n p r i c i n g . F e d e r a l s u p p o r t f o r H O T L a n e s e n c o u r a g e d e a r l y p r o j e c t s i n
H o u s t o n , M i n n e a p o l i s , a n d S e a t t l e , a n d C a l i f o r n i a r e g i o n s b e g a n s h o w i n g i n t e r e s t
i n H O T l a n e s t r a t e g i e s . O r a n g e C o u n t y a p p e a l e d t o C a l t r a n s a s k i n g t o c o n v e r t
b u f f e r - s e p a r a t e d f a c i l i t i e s t o c o n t i n u o u s - a c c e s s s t r i p i n g ( a t y p i c a l f o r S o u t h e r n
. C a l i f o r n i a ) . C a l t r a n s o r g a n i z e d a H O V S u m m i t i n I r v i n e t o b r i n g t o g e t h e r a c a d e m i a
a n d i n d u s t r y e x p e r t s t o d i s c u s s t h e c h a l l e n g e s a n d o p t i o n s a h e a d o f u s i n m a k i n g
t h e H O V l a n e n e t w o r k e v e n m o r e p r o d u c t i v e g i v e n t h e i n c r e a s i n g d e m a n d .
" T h e u s e o f C S M P s t u d i e s f o c u s p l a n n i n g a c t i v i t i e s t o w a r d m o r e s y s t e m - m i n d e d
o p e r a t i o n s , a k e y p a r t o f w h i c h i s H O V a n d E x p r e s s L a n e s t r a t e g i e s .
" I n 2 0 0 8 , L o s A n g e l e s M e t r o a n d C a l t r a n s w e r e a w a r d e d F e d e r a l C o n g e s t i o n R e l i e f
D e m o n s t r a t i o n P r o j e c t ( $ 2 1 7 m i l l i o n ) t o i m p r o v e t r a n s i t a n d i m p l e m e n t E x p r e s s
L a n e s o n 1 - 1 0 a n d 1 - 1 1 0 .
" S e v e r a l m e t r o p o l i t a n a r e a s c o n d u c t H O T S t u d i e s t o e v a l u a t e t h e s t r a t e g y ' s
p o t e n t i a l i n t h e r e g i o n . B a y A r e a p a r t n e r s u t i l i z e r e s u l t s o f M T C r e g i o n a l H O T L a n e
S t u d y t o p r o p o s e l e g i s l a t i v e a u t h o r i t y f o r a n e n t i r e n e t w o r k o f E x p r e s s L a n e s i n t h e
B a y A r e a .
6 5
How TECHNOLOGY
WILL CONTRIBUTE:
-Automated
enforcement and
person counts
-Dynamic signing
and ultimate
Active Traffic
Management
-Pilot project to
open the shoulder
in peak periods
with ATMS will
lead to space for
dual-lane
HOVIExpress
lanes
-PeMS and
detection systems
Making Strategic Improvements:
The state-level strategic actions needed to evolve the
•
HOV/Express Lane business to optimize and balance traffic flow
through System Management are categorized into Four Focus
Areas. Actions have already begun in all Focus Areas and will
require continued focus and resourcing to provide successful
results. While Caltrans Traffic Operations is the lead on most
Critical Actions, partner involvement is critical to success.
Focus A: Support Performance-based Decisions
~............._... -.-................................................ ...................-....................._... .
• Improve data collection and analysis
• Improve decision-making knowledge with research and pilot projects
Outcome: Increase system performance with changes such as increased carpool occupancy
requirements, multi-lane facilities, tolled Express Lanes.
Focus B: Engage in Active Partnership
------------------------~--------
• Increase informal communication between partners
• Learn lessons and adopt best practices from initial interagency agreements
• Share and adopt best message material to increase the govemment's compelling common voice
Outcome: Potential new platform for partner interaction, partner authority/roles/responsibilities are win•
win and largely consistent statewide. Consistent core message and language in outreach materials
within Caltrans Traffic Operations Program initially, with partners ultimately. Public and political
satisfaction.
Focus C: Update Technical Policies and Regulations
...............................
• Update HOV Guidelines and other design/operating/approval standards
• Explore and clarify federal guidance and requirements for system changes
• Update State and federal tolling statutes as necessary
Outcome: Updated guidelines and standards address current questions on dual-lane facilities, access
control, and toll collection. Title-21 and automated occupancy detection technology improvements
enable open-road tolling.
•
66
Value Pricing Pilot Program Express Travel Choices (Phose /I) Proposal
•
• Appendix B: Letters ofSupport
•
67
Value Pricing Pilot Program Express Travel Choices (Phase 1/) Proposal
•
This page intentionally left blank •
•
68
"
A N T O N I O R . V I L L A R A I G O S A
M A Y O R
J a n u a r y 1 1 , 2 0 1 1
H o n o r a b l e R a y L a H o o d
U . S . S e c r e t a r y o f T r a n s p o r t a t i o n
4 0 0 S e v e n t h S t r e e t , S . W .
R o o m 1 0 2 0 0
W a s h i n g t o n , D . C . 2 0 5 9 0
R e : A d m i n i s t r a t i o n V a l u e P r i c i n
l i c a t i o n L e t t e r
" I w r i t e t o e x p r e s s m y s u p p o r t f o r t h e V a l u e P r i c i n g P i l o t ( V P P ) a p p l i c a t i o n f o r f u n d i n g t o b e
s u b m i t t e d t o t h e U . S . D e p a r t m e n t o f T r a n s p o r t a t i o n ( U S D O T ) b y t h e S o u t h e r n C a l i f o r n i a
A s s o c i a t i o n o f G o v e r n m e n t s , t h e C a l i f o r n i a D e p a r t m e n t o f T r a n s p o r t a t i o n a n d t h e L o s A n g e l e s
C o u n t y M e t r o p o l i t a n T r a n s p o r t a t i o n A u t h o r i t y ( M e t r o ) o n b e h a l f o f t h e L o s A n g e l e s C o u n t y
r e g i o n .
T h i s a p p l i c a t i o n i n c l u d e s c o u n t y w i d e m o b i l i t y e n h a n c e m e n t s m a d e p o s s i b l e t h r o u g h c o r d o n
a r e a p r i c i n g a n d t e c h n o l o g y p r o j e c t s t h a t w i l l e f f e c t i v e l y a d d r e s s t h e t r a f f i c c o n g e s t i o n
c h a l l e n g e s f a c e d d a i l y b y L o s A n g e l e s C o u n t y ' s t e n m i l l i o n r e s i d e n t s , t h e m o s t p o p u l o u s a n d
c o n g e s t e d u r b a n a r e a i n t h e U . S . T h e s e c h a l l e n g e s a l s o h a v e a n i m p a c t o n t h e e c o n o m y o f t h e
c o u n t r y d u e t o t h e s t a t u s o f L o s A n g e l e s a s a t r a d e g a t e w a y . F o r t h e s e r e a s o n s , L o s A n g e l e s
C o u n t y w o u l d b e a p r i m e c a n d i d a t e t o b e c o m e a q u a l i f i e d j u r i s d i c t i o n u n d e r t h e U S D O T ' s V a l u e
P r i c i n g P i l o t p r o g r a m .
I t h a n k y o u i n a d v a n c e f o r y o u r c a r e f u l r e v i e w o f o u r r e g i o n ' s a p p l i c a t i o n . S h o u l d y o u h a v e a n y
q u e s t i o n s c o n c e r n i n g M T A ' s a p p l i c a t i o n , p l e a s e c o n t a c t B o r j a L e o n , A s s o c i a t e D i r e c t o r , o f m y
s t a f f a t ( 2 1 3 ) 9 7 8 - 3 0 6 1 . r U I Y i v C ! - - �
O R V I L L A R A I G O S A
M a y o r
" A R V : b l
2 0 0 N O R T H S P R I N G S T R E E T ' L o s A N G E L E S , C A L I F O R N I A 9 0 0 1 2
P H O N E : ( 2 1 3 ) 9 7 8 - 0 6 0 0 0 F A X : ( 2 1 3 ) 9 7 3 - 0 7 5 0
E M A I l . : M A Y 6 ~ f l h A C n y . o R G
4080 Lemon Street, 3rd Floor· Riverside, CA
Mailing Address: P. O. Box 12008 • Riverside, CA 92502-2208
(951} 787-7141 • Fax (951} 787-7920 • www.
Riverside County Transportolion Commission
January 18, 2011
Ms. Angela Jacobs
Federal Highway Administration
Office of Operations
Mail Stop: E8G-20S
1200 New Jersey Avenue, SE
Washington, DC 20590
Dear Ms. Jacobs:
On behalf of the Riverside County Transportation Commission (RCTC), thank you for your consideration of the
Value Pricing Pilot Program application entitled Express Travel Choices (Pha.se 1/) submitted by the
California Department of Transportation, los Angeles Metropolitan Transportation Authority (Metro), and
Southern California Association of Governments (SCAG). RCTC lends its support for the application and urges
funding for this critical project.
The Express Travel Choices (Phase II) could provide an excellent foundation for getting Riverside County •commuters moving. The plan to integrate buifd-out of the existing and planned managed network of express
lanes across Southern California is of direct interest. RCTC is moving forward with an express lanes project on
State Route 91 and conSidering options on Interstate 15. Funding for the express lane/high occupancy toll
network portion of the grant will facilitate coordination among the Southern California transportation
agencies, which is needed because there is a wide variety of pricing projects and financing proposals in _
various stages of implementation throughout the region. A coordinated planning effort will facilitate earlier
implementation, enhanced communication, and the opportunity for a number of agencies to work
collaboratively throughout the region.
Thank you for your leadership and support.
Sincerely,
Anne Mayer
Executive Director
cc: Hasan Ikhrata, SCAG
Stephanie Wiggins, Metro •
70
" B O A R D O F S U P E R V I S O R S
C O U N T Y O F L O S A N G E L E S
8 6 6 K E N N E T H H A H N H A l l O F A D M I N I S T R A T I O N I L O S A N G E L E S . C A L I F O R N I A 9 0 0 1 2 1 ( l 1 3 ) 9 1 4 � 2 2 2 1
M A R K R I D L E Y - T H O M A S
S U P E R V I S O R , S E C O N D D I S T R I C T
F e b r u a r y 1 , 2 0 1 1
M s . A n g e l a J a c o b s
F e d e r a l H i g h w a y A d m i n i s t r a t i o n
O f f i c e o f O p e r a t i o n s
M a i l S t o p : E 8 6 - 2 0 5
1 2 0 0 N e w J e r s e y A v e n u e , S E
W a s h i n g t o n , D C 2 0 5 9 0
D e a r M s . J a c o b s :
A s C h a i r o f t h e A d H o c C o n g e s t i o n P r i c i n g C o m m i t t e e f o r t h e L o s A n g e l e s C o u n t y l V 1 e t r o p o l i l a n
T r a n s p o r t a t i o n A u t h o r i t y ( M e t r o ) , I t h a n k y o u f o r y o u r c o n s i d e r a t i o n o f t h e V a l u e P r i c i n g P i l o t P r o g r a m
a p p l i c a t i o n e n t i t l e d E x p r e s s T r a v e l C h o i c e s ( P h a s e 1 / ) a n d u r g e y o u t o p r o v i d e n e e d e d f u n d i n g f o r t h i s
c r i t i c a l p r o j e c t
" G r i d l o c k c o n t i n u e s t o b e a c h a l l e n g e i n t h e g r e a t e r m e t r o p o l i t a n L o s A n g e l e s a r e a - w h i c h i s w h y M e t r o
c o n t i n u e s t o s p e a r h e a d i n v e s t m e n t s i n s t a t e - o f - t h e - a r t t e c h n o l o g y a n d i n n o v a t i v e , d a t a - d r i v e n s o l u t i o n s
t o g e t L o s A n g e l e s C o u n t y c o m m u t e r s m o v i n g a g a i n . M e t r o i s a g g r e s s i v e l y p u r s u i n g s u s t a i n a b l e q u a l i t y
o f l i f e s o l u t i o n s t h a t n o t o n l y r e d u c e c o n g e s t i o n b u t c r e a t e j o b s , i m p r o v e a i r q u a l i t y , a n d h e l p t h e
r e g i o n ' s e c o n o m y r e c o v e r .
A s M e t r o p r e p a r e s t o k I c k o f f t h e E x p r e s s L a n e s C o n g e s t i o n R e d u c t i o n D e m o n s t r a t i o n P r o g r a m ,
f u n d e d b y a $ 2 1 0 m i l l i o n f e d e r a l g r a n t , t h e E x p r e s s T r a v e l C h o i c e s ( P h a s e 1 / ) w i l l p r o v i d e s i g n i f i c a n t
a d d i t i o n s t o o u r t o o l s f o r g e t t i n g L o s A n g e l e s C o u n t y c o m m u t e r s m o v i n g a g a i n . N a m e l y , t h e p l a n t o
i n t e g r a t e b u i l d - o u t o f t h e e x i s t i n g a n d p l a n n e d m a n a g e d n e t w o r k o f e x p r e s s l a n e s a c r o s s S o u t h e ; f )
C a l i f o r n i a w i l l h e l p t o e n s u r e o u r f r e e w a y s f l o w e f f i c i e n t l y . A d d I t i o n a l l y , t h e c o r d o n / a r e a p r i c i n g p i l o t
s t u d y f o r u r b a n c o r e a r e a s w i l l p r o v i d e a t e m p l a t e f o r h o w w e a n d o t h e r r e g i o n s c a n r e d u c e p o l l u t i o n ,
m a k e c o m m e r c i a l d e l i v e r y s c h e d u l e s m o r e r e l i a b l e , i m p r o v e t r a n s i t a n d c r e a t e j o b s .
I f y o u h a v e a n y q u e s t i o n s , p l e a s e c o n t a c t m y D e p u t y f o r M o b i l i t y F e r n a n d o R a m i r e z a t 2 1 3 - 9 7 4 - 2 2 2 2 .
W i t h h o p e ,
f ' l ~ . t f f o i ~ ~ A ~
S u p e r v i s o r , s e c o n d ~ ~ t r i c t
"
7 1
Value Pricing Pilot Program Express Travel Choices (Phase /I) Proposal
•
This page intentionaJIy left blank •
•
72
Value Pricing Pilot Program Express Travel Choices (Phose /I) Proposal
•
• Appendix C: Recent Media Clips
•
73
Value Pricing Pilot Program Express Travel Choices (Phase /I) Proposal
•
This page intentionaHy left blank •
•
74
" M e t r o S t u d y i n g M o r e R o a d s f o r C o n g e s t i o n P r i c i n g
h i t p : I J l a , s t r e e t s b l o g . o r g / 2 0 1 O / 1 1 / 1 5 / s o m e - l i k e - i t - h o t - m e t r o - s t u d y i n g - m o r e - r o a d s - f o r - c o n g e s t i o n - p r i c i n g l
M e t r o w i l l l o o k a t f i v e
c o r r i d o r s t o c o n v e r t H O V
l a n e s t o H O T l a n e s . F o r a
b e t t e r l o o k , v i s i t o u r G o o g l e
M a p
D r i v e r s w i l l i n g t o p a y a n e x t r a
f e e f o r a c o n g e s t i o n f r e e
c o m m u t e c o u l d g e t s o m e g o o d
n e w s i n t h e c o r n i n g m o n t h s .
"
B u r i e d i n a M e t r o B o a r d
S u b c o m m i t t e e r e p o r t i s a n
i n t e r e s t i n g u p d a t e o n M e t r o ' s
c o n g e s t i o n p r i c i n g p l a n s . I n
a d d i t i o n t o t u r n i n g s t a n d a r d
H O V L a n e s o n t h e 1 - 1 0 a n d 1 �
1 1 0 i n t o H O V a n d t o l l l a n e s
d u r i n g n o n p e a k h o u r p e r i o d s ,
a m o v e t h a t s e e m s m o r e a b o u t c a p a c i t y e x p a n s i o n p l a n t h a n c o n g e s t i o n r e d u c t i o n ; t h e M T A i s a l s o p l a n n i n g t o
s t u d y w h e t h e r t o b r i n g c o n g e s t i o n p r i c i n g i n s o m e f o r m o r a n o t h e r t o f i v e m o r e s t r e t c h e s o f L o s A n g e l e s C o u n t y
H i g h w a y s .
S t a f f i s p r o p o s i n g t o s t u d y f i v e s t r e t c h e s o f h i g h w a y t o a s s e s s t h e f e a s i b i l i t y o f e x p a n d i n g t h e i r C o n g e s t i o n P r i c i n g
p r o g r a m . I f y o u c a n ' t r e a d t h e m a p a b o v e , t h e r e p o r t r e c o m m e n d s s t u d y i n g :
" 1 - 1 0 5 , f r o m 1 - 4 0 5 t o 1 - 6 0 5
" 1 - 4 0 5 , f r o m 1 - 1 0 5 t o 1 - 5 n o r t h o f L A X
" S R 9 1 , f r o m 1 - 1 1 0 t o t h e O r a n g e C o u n t y L i n e
" S R 5 7 , f r o m S R 6 0 t o t h e O r a n g e C o u n t y L i n e
" A d d i t i o n a l c o n s i d e r a t i o n m a y a l s o b e w a r r a n t e d f o r t h e 1 - 1 0 b e t w e e n 1 - 6 0 5 a n d t h e S a n B e r n a r d i n o C o u n t y
L i n e .
T h e s e c o r r i d o r s w e r e s e l e c t e d b a s e d o n a c r i t e r i a c r e a t e d b y t h e f e d e r a l g o v e r n m e n t . E v e r y c o r r i d o r w a s r a t e d
o n c o n n e c t i v i t y , c o n s t r u c t a b i l i t y , t r a n s i t b e n e f i t s a n d r e v e n u e p o t e n t i a 1 . T h i s l a s t c a t e g o r y i s a t r i c k y i s s u e f o r
M e t r o w h o s t a t e d o v e r a n d o v e r a g a i n , i n t h e f a c e o f h a r s h m e d i a c r i t i c i s m , t h a t t h e i r c o n g e s t i o n p r i c i n g p l a n s a r e
a b o u t r e d u c i n g c o n g e s t i o n a n d p r o t e c t i n g i n v e s t m e n t i n H O V l a n e s . T h e " r e v e n u e p o t e n t i a l " o f t h e s e t o l l s w a s
j u s t a b o n u s .
A t t h i s p o i n t , M e t r o i s n ' t u s i n g t h e t e r m " E x p r e s s L a n e s " t o d i s c u s s t h e s t u d y . " E x p r e s s L a n e s " i s t h e t e r m t h e y
c r e a t e d f o r t h e i r a l m o s t - c o n g e s t i o n - p r i c i n g p i l o t p l a n s f o r t h e 1 - 1 0 a n d 1 - 1 1 0 t h a t w i l l b e g i n c o n s t r u c t i o n
" s o m e t i m e i n 2 0 1 1 . A s w e d i s c u s s e d e a r l i e r , t h e E x p r e s s L a n e s c o n c e p t , w h i c h d o e s n ' t c h a n g e a n y p a r t o f t h e r o a d
p a t t e r n d u r i n g r u s h h o u r , w o u l d a l l o w d r i v e r s o f s i n g l e p a s s e n g e r v e h i c l e s t o b u y a c o n g e s t i o n f r e e r i d e d u r i n g
n o n - p e a k h o u r s b y b u y i n g t h e i r w a y i n t o t h e c a r p o o l l a n e .
I n s t e a d , E x p r e s s L a n e s ' i m p a c t o n p e a k h o u r t r a v e l t i m e i s l i m i t e d t o t h e t r a n s i t e x p a n s i o n p r o j e c t s t h a t t h e
f e d e r a l g o v e r n m e n t p a i d f o r t o e n t i c e M e t r o t o e x p e r i m e n t w i t h H O V / E x p r e s s L a n e s c o n v e r s i o n .
7 5
As for these five corridors, Metro staff says its way to soon to know what form, if any, congestion pricing might
take. But one thing is for certain, Metro's plans for congestion pricing in exi'iting HOV lanes go way beyond a one
year pilot study on the 1-10 and 1-110. •
•
•
76
" 5 7 , 1 0 f r e e w a y s l i s t e d a s c a n d i d a t e s f o r t o l l l a n e s
h t t p : / / 1 N W W . p a s a d e n a s t a m e w s . c o m / n e w s / c i 1 6 6 3 1 2 4 4
T w o S a n G a b r i e l V a l l e y f r e e w a y s a r e a m o n g t h e t o p c a n d i d a t e s f o r a n e w t o ] ] l a n e p r o j e c t , a c c o r d i n g t o a s t u d y
r e l e a s e d T u e s d a y b y t h e c o u n t y ' s M e t r o p o l i t a n T r a n s p o r t a t i o n A u t h o r i t y .
T h e M T A h a s b e e n l o o k i n g t o e x p a n d a p r o g r a m t h a t c o n v e r t s c a r p o o l l a n e s t o H i g h O c c u p a n c y T o l l l a n e s .
T h e 5 7 F r e e w a y b e t w e e n t h e 6 0 F r e e w a y a n d t h e O r a n g e C o u n t y l i n e w a s l i s t e d a s a t o p c a n d i d a t e f o r a t o l I l a n e .
S o w a s t h e 1 0 F r e e w a y b e t w e e n t h e 6 0 5 a n d t h e S a n B e r n a r d i n o C o u n t y l i n e .
T h e o t h e r c a n d i d a t e s i n c l u d e s e c t i o n s o f t h e 9 1 , t h e 4 0 5 a n d t h e 1 0 5 f r e e w a y s .
" I t d o e s n ' t m e a n t h e y a r e g o i n g t o d o t h e s e , " s a i d M a r k L i t t m a n , a n M T A s p o k e s m a n . " I t ' s a s t u d y t o g a t h e r
m o r e i n f o r m a t i o n o n w h e r e t o g o n e x t . "
T h e s t u d y c o n d s i d e r e d c o s t , c o m m u t e - t i m e s a v i n g s , c o n s t r u c t a b i l i t y a n d p u b l i c p e r c e p t i o n .
T h e s t u d y f o l l o w s a n M T A H O T l a n e p r o j e c t o n 2 8 m i l e s o f t h e 1 0 F r e e w a y .
T h a t p r o j e c t r u n s b e t w e e n d o w n t o w n L o s A n g e l e s a n d t h e 6 0 5 F r e e w a y . I t s t a r t e d t h i s y e a r a n d i s e x p e c t e d t o
b e c o m p l e t e d i n 2 0 1 2 .
"
T h e t o ] ] o n t h e 1 0 w o u l d v a r y d e p e n d i n g o n t r a f f i c . A t r u s h h o u r t h e r a t e w o u l d b e $ 1 . 4 0 p e r m i l e . F o r o f f - p e a k
h o u r s , t h e r a t e w o u l d b e 2 5 c e n t s p e r m i l e .
C a r s w i t h a t l e a s t t w o p e o p l e c o u l d s t i l l u s e t h e l a n e s f o r f r e e . A n d n o s o l o r i d e r s w o u l d b e a l l o w e d i f t r a f f i c i n t h e
l a n e w a s m o v i n g t o o s l o w . T h e l a n e w o u l d a l s o b e u s e d b y b u s e s . T h e M T A i s d o i n g a s i m i l a r p r o j e c t o n t h e 1 1 0
F r e e w a y .
T h e H O T l a n e p r o j e c t
o n t h e 1 0 w a s o p p o s e d b y s e v e r a l S a n G a b r i e l V a l l e y - a r e a p o l i t i c i a n s , i n c l u d i n g S u p e r v i s o r M i k e A n t o n o v i c h , w h o
t h o u g h t t h e p r o j e c t w a s t o o r u s h e d .
O f f i c i a l s h o p e t h e M T A w i l l t a k e m o r e t i m e t o i n v o l v e l a w m a k e r s i n a n y p r o j e c t s t h a t c o m e f r o m T u e s d a y ' s
r e p o r t .
" I t ' s a n i n t e r e s t i n g s t u d y , " s a i d A n t o n o v i c h ' s t r a n s p o r t a t i o n d e p u t y , M i c h a e l C a n o . " I n o u r m i n d s e t i t s m o r e
t h e o r e t i c a l a t t h i s p o i n t . W e ' r e n o t o p p o s e d t o t h e i d e a o f t o l l l a n e s . B u t w e ' d l i k e t o s e e h o w t h e 1 0 c o r r i d o r p l a y s
o u t f I T s t . "
b e n . b a e d e r @ s g y n . c o m
6 2 6 - 9 6 2 - 8 8 1 1 , e x t . 2 2 3 0
"
7 7
MTA considers more freeway toll lanes to reduce congestion
http://articlesJatimes.com/201 O/nOlH'16I1ocallla-me-freeway-toll-201 01116
Advancing their experiment with toll roads, Los Angeles County transportation officia1s are considering more •projects for local freeways -including a heavily congested freeway on the Westside -that would allow solo
motorists to pay to use carpool lanes.
A preliminary study by the Metropolitan Transportation Authority has recommended that five locations be
explored in detail for the installation of high-occupancy toll lanes or so-called HOT lanes. The MT A's ad hoc
congestion-pricing committee is set to discuss the matter Wednesday.
Officia1s said the highways that demonstrate a strong potential for conversion to HOT lanes include: The 105
Freeway between the 405 and the 605; the 405 from the 105 to the 5 in the San Fernando Valley; the 91 from
the 110 Freeway to the Orange County line; the 57 from the 60 to the Orange County Line; and the 10 between
the 605 and the San Bernardino County Line.
With motorists making up to 310,000 trips a day, the 405 from the 105 to the 5 is one ofthe busiest highways in
the state.
"We had good timing for the study," said Stephanie Wiggins, the MT A's project manager for tollways. "The
Southern California Assn. of Governments is doing a regionwide congestion-based-pricing study, and other
counties are looking at potential projects."
Wiggins said if the ad hoc committee selects a route for further study the MT A would have to apply for federal
funding to pay for construction because the agency has no money budgeted for it at this time.
The California Department of Transportation and the MTA are now converting existing carpool lanes to HOT •lanes on 14 miles ofthe 10 from Alameda Street to the 605 and on 11 miles of the 110 from Adams Boulevard to
the Artesia Transit Center at 182nd Street.
It is the county's first venture into congestion-based pricing tolls that are set higher or lower in direct relation
to the traffic volume. The MTA plan, however, would prohibit solo motorists from entering HOT lanes if the speed
of traffic falls below 45 mph.
The demonstration project, which will be evaluated to see if congestion is indeed reduced, has received a $210.6
million federal grant. Some of the money will go to improving transit service along the 10 and 11 0, including the
purchase of 57 clean-fuel buses. The project, which is estimated to cost $332 million, is expected to be completed
in late 2012.
Charging solo motorists to use carpool lanes has been implemented in other states including Texas, Florida and
Washington. In California, HOT lanes have been installed along the 15 Freeway in north San Diego County.
The Bay Area's first high-occupancy toll lanes opened in September along a 14-mile stretch of southbound
Interstate 680 through Alameda and Santa Clara counties.
dan.weikel@latimes.com
•
78
" P a y i n g t o u s e t h o s e c a r p o o l l a n e s
h t l p : l l w w w . p r e s s t e l e g r a m . c o m / o p i n i o n s / c i 1 6 6 2 9 1 2 1
F i v e m o r e o f o u r j a m m e d f r e e w a y s w i l l g e t a l o o k a s p o s s i b i l i t i e s f o r t o l l l a n e s .
W h o d o e s n ' t l o o k l o n g i n g l y a t t h e c a r p o o l l a n e w h e n d r i v i n g s o l o o n o u r j a m m e d f r e e w a y s ? S o o n w e m a y b e a b l e
t o g o w i t h t h e f l o w .
F o r a p r i c e , o f c o u r s e . M e t r o p o l i t a n T r a n s p o r t a t i o n A u t h o r i t y o f f i c i a l s m e e t t o d a y t o c o n s i d e r r e c o m m e n d a t i o n s t o
c o n v e r t f i v e h i g h - o c c u p a n c y v e h i c l e l a n e s ( H O V ) t o H O T ( h i g h o c c u p a n c y f t o l l ) . T h e l i s t i n c l u d e s o n e o f a d r i v e r ' s
w o r s t n i g h t m a r e s : t h e S a n D i e g o F r e e w a y ( 4 0 5 ) b e t w e e n t h e 1 0 5 a n d t h e 1 0 .
T h e f i v e s t r e t c h e s o f f r e e w a y c o u l d b e n e x t i n l i n e f o r c o n v e r s i o n t o t o l l r o a d s , a l l o w i n g l o n e m o t o r i s t s t o p a y f o r
t h e p r i v i l e g e o f s h a r i n g a l a n e n o w r e s e r v e d f o r c a r p o o l e r s . W e c a n h a r d l y w a i t .
B u t i t m a y b e a w h i l e , b e c a u s e t h e M T A d o e s n ' t a c t u a l l y h a v e t h e m o n e y t o d o t h e c o n v e r s i o n s . T h e f i v e p r o j e c t s
a r e u n d e r r e v i e w b y a n a d h o c c o n g e s t i o n - p r i c i n g c o m m i t t e e , a n d f i n a n c i n g w o u l d h a v e t o c o m e f r o m f e d e r a l a n d
s t a t e g r a n t s .
T h e M T A i s f u r t h e r a l o n g w i t h w o r k o n H O T l a n e s f o r t h e H a r b o r F r e e w a y ( 1 1 0 ) b e t w e e n t h e 4 0 5 a n d t h e 6 0 ,
w h i c h i s o n e o f t h e m O s t m i s e r a b l e l a t e a f t e r n o o n d r i v e s i n t h e r e g i o n f o r a n y o n e t r y i n g t o g e t t o d o w n t o w n L A
f r o m p o i n t s s o u t h w i t h o u t b e n e f i t o f t h e c a r p o o l l a n e . A n o t h e r i s i n p r o g r e s s o n t h e 5 b e t w e e n d o w n t o w n L A a n d
t h e 6 0 5 .
" A l l o f t h i s i s a n e x p e r i m e n t b y t h e M T A t o s e e h o w m u c h H O T l a n e s h e l p l e s s e n t h e o v e r l o a d o n s o m e o f o u r
w o r s t c o m m u t e s . W h e t h e r i t h e l p s a l i t t l e o r a l o t ,
h o w e v e r , w o n ' t m a k e i t p o p u l a r w i t h a l l o f t h o s e h a r r i e d d r i v e r s .
S o m e c a l l t h e s e s c h e m e s L e x u s L a n e s , r e s e r v e d f o r t h e r i c h w h i l e t h o s e w i t h l e s s m o n e y s t a y s t u c k i n t r a f f i c , a n d
s o m e c a r p o o l e r s w o r r y t h a t t h e y w i l l s o m e h o w g e t s q u e e z e d o u t . B o t h c o n c e r n s a r e u n d e r s t a n d a b l e .
B u t w h y l e a v e H O V l a n e s h a l f e m p t y w h e n s o m e d r i v e r s w o u l d b e h a p p y t o p a y f o r t h e p r i v i l e g e o f e a s i n g t h e j a m
i n t h e r e g u l a r l a n e s ? F l e x i b l e p r i c i n g , b a s e d o n t h e l e v e l o f d e m a n d , c o u l d h e l p b a l a n c e t h e f l o w , a n d r e v e n u e f r o m
t o l l s w o u l d h e l p p a y f o r m o r e f r e e w a y i m p r o v e m e n t s .
T h e o t h e r f o u r a d d i t i o n s t o t h e H O T p r o j e c t , i n a d d i t i o n t o t h e 4 0 5 , w o u l d b e t h e 1 0 5 b e t w e e n t h e 4 0 5 a n d 6 0 5 ;
t h e 9 1 f r o m t h e 1 1 0 t o t h e O r a n g e C o u n t y l i n e ; t h e 5 7 f r o m t h e 6 0 t o t h e O r a n g e C o u n t y l i n e , a n d t h e 1 0 b e t w e e n
t h e 6 0 5 a n d S a n B e r n a r d i n o C o u n t y l i n e .
M T A o f f i c i a l s s a y t h o s e f r e e w a y s h a v e s t r o n g p o t e n t i a l f o r c o n v e r s i o n t o H O T l i n e s . T h a t ' s w h a t m a n y d r i v e r s
w o u l d s a y , t o o , b u t a l o t l e s s p o l i t e l y .
"
7 9
Streetsblog Los Angeles» What a Difference Two Years Makes.
Warm Reception for Congestion pricing in San Gabriel Valley
http://la.streelsbloo .ora/201 0111/2 2/whal-a-difference-two-y ea rs-makes-warm-rece pI ion-for -conges ti on-pn cing-in-san-oabnel-valleyl •
Metro will look at five
corridors to convert HOV
lanes to HOT lanes. For a
better look, visit our Google
Map
Throughout 2008, local
politicians and the media
seemed to be in a race to see
who could say more
substance-free attacks on_
converting HOV Lanes on two
Los Angeles freeeways. In
particular, politicians of both
parties representing the San
Gabriel Vaney, including
Member of Congress,
Senators and County
Supervisors on the Metro
Board, threw such a fit they managed to get one freeway, the 1-210, removed from the proposal. •
Along with those nasty off-peak toll lanes, these leaders managed to chase off hundreds of millions offederal
dollars for transit improvements that the federal government was offering as a carrot to agencies for a one-year
pilot program. Ifyou consider that Metro's final plan for the pilot project won't remove any cars from the HOV
lanes that are being converted, those "leaders" have to be smarting that they basically gave away a hundred
million dollars. Yet, outside of Streetsblog, nobody has seemed to call them on it.
Which is why it is somewhat surprising to see the San Gabriel Valley Tribune publish an editorial that's basically a
lukewarm embrace of Metro's plans to study converting HOV to variable toU lanes on five more stretches of L.A.
County freeways ... especiaUy since this time there's no promise of transit improvements to go with the toll lanes.
The editorial recognizes that someone has to pay to maintain our highway system, and it might as well be the
people that use it.
We know deep down in our fuel injectors that we pay for the roadways one way or another, even if
we never drive on a particular one, and that doing so directly -throwing bills into the gaping maw of
a booth, or having a FastTrak device attached to our windshields -may make some economic sense.
Such a measured response would have benefited residents of the San Gabriel Valley in 2008 when Supervisor
Michael Antonoyich pushed the Metro Board to remove the 210 from Metro's original congestion pricing plan.
The hundreds in millions in transit improvements for the corridor would already have been spent to relieve
thousands of residents of their car-dependency. Meanwhile, Metro hasn't even begun construction of the much
feared toll booths on its replacement freeway, the 1-110.
But this time around, Antonovich's office is also taking a wait and see approach. They tell the Tribune:
•
80
"
" I t ' s a n i n t e r e s t i n g s t u d y , " s a i d A n t o n o v i c h ' s t r a n s p o r t a t i o n d e p u t y , M i c h a e l C a n o . " I n o u r m i n d s e t
i t s m o r e t h e o r e t i c a l a t t h i s p o i n t . W e ' r e n o t o p p o s e d t o t h e i d e a o f t o l l l a n e s . B u t w e ' d l i k e t o s e e h o w
t h e 1 0 c o r r i d o r p l a y s o u t f i r s t . "
C o n g e s t i o n p r i c i n g s u p p o r t e r s w e l c o m e t h i s c h a n g e - o f - h e a r t f r o m l e a d e r s i n t h e S a n G a r b i e l V a l l e y . H o p e f u l l y i t
l e a d s t o a m o r e b a l a n c e d a n d s u s t a i n a b l e h i g h w a y s y s t e m i n S a n G a b r i e l a n d b e y o n d .
"
"
8 1
Time for L.A. to pay the toll?
http://www.dailybreeze.com/opinions/ci 16704280
East Coasters have dealt with toll roads for as long as there have been highways in America. West Coasters •especially Californians -not so much.
In fact, until recent decades, not at all. We'll pay a bridge toll without too much protest, especially if the span is a
spectacular one. But surface routes? No way. &pecially not in the county that prides itself as being the heart of
American car culture, Los Angeles.
But the day of "free" in our freeways might be coming an end.
The Metropolitan Transportation Authority is about to launch a major exploration of tolls in Southern California
with an experiment along key parts of the region's freeway system.
Among the considerations are high-occupancy toll lanes for the 405 Freeway from LAX to Interstate 5; the 105
Freeway between the 405. and the 605; the 91 from the 110 Freeway to Orange County; the 57 from the 60 to
Orange County; and Interstate 10 between the 605 and San Bernardino County.
The plan will allow solo motorists to join the carpoolers and the hybrid vehicles in the diamond lane at rush hour
for a fee.
This pilot will also be a test of congestion-based pricing models. When the freeways are at their most crowded, the
price to drive solo in the so-called HOT lanes will be more expensive.
The objections to this trial are legion. One of the most prevalent is the regressive nature ofthe tolls. For the
wealthy, an extra couple of bucks will not put a •
noticeable dent in their budgets. But for the working poor, the cost for the solo HOV lanes might not be affordable.
Worst still, it's the least affluent in minimum wage jobs who are most likely to face consequences at work if they
are running late and could truly use the purchase of that most important commodity.
The other side, however, notes that taking a few cars out of general traffic population will help everyone left,
meaning those who don't pay extra will benefit as well.
The spread of toll roads -or at least toll lanes -into Los Angeles County was perhaps inevitable, considering the
traffic and cost of maintaining the infrastructure. While the experiment makes sense, transit officials must guard
against the transit version of gated communities: Private freeways with pricing that almost completely eliminates
the less-than-rich.
One way or the other, we all pay for the roads and we all own them. And any attempt to speed up the region's
traffic is welcome.
•
82
" N e w e a s t b o u n d 9 1 l a n e o p e n i n g l i a n e , n e w , r o a d - N e w s
h t t p : / / w w w . o c r e q i s t e r . c o m l n e w s / l a n e - 2 7 8 2 9 7 - n e w - r o a d . h t m l
M o t o r i s t s t r a v e l i n g f r o m O r a n g e C o u n t y i n t o R i v e r s i d e C o u n t y c o u l d s o o n s h a v e a n e x p e c t e d 1 5 m i n u t e s f r o m
t h e i r c o m m u t e a s a n e w e a s t b o u n d 9 1 l a n e i s s e t t o o p e n T h u r s d a y .
O f f i c i a l s s a i d t h e n e w s i x - m i l e a d d i t i o n , b e t w e e n t h e 2 4 1 t o l l r o a d a n d t h e 7 1 , w i l l e a s e t r a f f i c o n a k e y s t r e t c h o f
t h e f r e e w a y b y i m p r o v i n g a t r a f f i c c h o k e p o i n t n e a r C o a l C a n y o n R o a d .
O f f i c i a l s s a i d t h e n e w s i x - m i l e a d d i t i o n , b e t w e e n t h e 2 4 1 t o l l r o a d a n d
t h e 7 1 , w i l l e a s e t r a f f i c o n a k e y s t r e t c h o f t h e f r e e w a y b y i m p r o v i n g a
t r a f f i c c h o k e p o i n t n e a r C o a l C a n y o n R o a d .
E R I C C A R P T h 1 1 ' E R , T H E O R A N G E C O U N T Y R E G I S T E R
O n T h u r s d a y , t r a n s p o r t a t i o n o f f i c i a l s a n d c o n s t r u c t i o n w o r k e r s w i l l
g a t h e r o n S a n t a A n a C a n y o n R o a d i n A n a h e i m t o i n a u g u r a t e t h e n e w
l a n e a t a c e r e m o n y d u b b e d a s t h e " f i r s t s t e p t o a b e t t e r c o m m u t e a n d
a b e t t e r c o n n e c t i o n . "
W i t h m o r e t h a n 3 0 0 , 0 0 0 m o t o r i s t s w h o t r a v e l t h e 9 1 d a i l y , t h e a d d e d l a n e i s s e t t o b e a t r a f f i c r e l i e f f o r
c o m m u t e r s , o f f i c i a l s s a i d . T h e p r o j e c t a l s o h e l p e d c r e a t e 1 2 - f o o t s t a n d a r d i z e d l a n e s a n d a l a - f o o t s h o u l d e r a r e a
w i t h i n t h e e x p a n d e d s e g m e n t .
"
T h e $ 5 9 . 5 m i l l i o n p r o j e c t i s p r i m a r i l y f u n d e d b y t h e f e d e r a l s t i m u l u s p r o g r a m , w h i c h i s c o n t r i b u t i n g $ 4 7 . 9 m i l l i o n .
T h e R i v e r s i d e C o u n t y T r a n s p o r t a t i o n C o m m i s s i o n p r o v i d e d $ 5 m i l l i o n f o r t h e p r o j e c t a n d t h e O r a n g e C o u n t y
T r a n s p o r t a t i o n A u t h o r i t y i s a l l o c a t i n g $ 6 . 6 m i l l i o n i n t o l l s f r o m t h e 9 1 E x p r e s s L a n e s .
T h e l a n e a d d i t i o n i s t h e f i r s t o f n u m e r o u s i m p r o v e m e n t s p l a n n e d f o r t h e 9 1 . C o n s t r u c t i o n i s e x p e c t e d t o b e g i n
n e x t y e a r t o a d d o n e n e w l a n e i n e a c h d i r e c t i o n f r o m t h e 5 5 f r e e w a y t o t h e 2 4 1 t o l l r o a d .
T r a n s p o r t a t i o n l e a d e r s f r o m R i v e r s i d e a n d O r a n g e c o u n t i e s h a v e b e e n a t o d d s f o r y e a r s o v e r w h a t t o d o w i t h t h e
9 1 .
. J u s t t h i s A u g u s t , t h e R i v e r s i d e O r a n g e C o r r i d o r A u t h o r i t y s u s p e n d e d a n y f u r t h e r a n a l y s i s o f a p r o p o s e d t u n n e l
t h a t w o u l d c o n n e c t b o t h c o u n t i e s . O f f i c i a l s s a i d t h e $ 8 . 6 b i l l i o n p r o j e c t , t h a t w a s e n v i s i o n e d t o b e b u i l t b e n e a t h t h e
S a n t a A n a M o u n t a i n s i n t h e C l e v e l a n d N a t i o n a l F o r e s t , w o u l d b e t o o e x p e n s i v e .
L a s t y e a r , t w o n e w l a n e s a l s o q p e n e d a l o n g t h e 2 4 1 t o l l r o a d w h e r e i t m e e t s t h e 9 1 .
T h e l a n e d e d i c a t i o n c e r e m o n y i s s c h e d u l e d t o b e g i n a t 1 0 a . m . a t 8 7 1 2 E a s t S a n t a A n a C a n y o n R o a d .
C o n t a c t t h e w r i t e r : a m o l i n a @ o c r e g i s t e r . c o m o r 7 1 4 - 7 0 4 - 3 7 9 5
A r t i c l e
" M o t o r i s t s t r a v e l i n g f r o m O r a n g e C o u n t y i n t o R i v e r s i d e C o u n t y c o u l d s o o n s h a v e a n e x p e c t e d 1 5 m i n u t e s f r o m
t h e i r c o m m u t e a s a n e w e a s t b o u n d 9 1 l a n e i s s e t t o o p e n T h u r s d a y .
O f f i c i a l s s a i d t h e n e w s i x - m i l e a d d i t i o n , b e t w e e n t h e 2 4 1 t o l l r o a d a n d t h e 7 1 , w i l l e a s e t r a f f i c o n a k e y s t r e t c h o f
t h e f r e e w a y b y i m p r o v i n g a t r a f f i c c h o k e p o i n t n e a r C o a l C a n y o n R o a d .
8 3
On Thursday, transportation officials and construction workers will gather on Santa Ana Canyon Road in Anaheim
to inaugurate the new lane at a ceremony dubbed as the "first step to a better commute and a better connection." •
•
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New eastbound lane opens on 91 Freeway
http://www.scpr.org/news/2010/12/02/new-91-lane-120210/• The headache is not over for commuters between Riverside and Orange counties, but it's getting better. County,
state and federal officials today opened a new eastbound lane on the 91 Freeway.
The new lane runs about six miles between the 241 Toll Road in eastern Orange County and the 71 Freeway in
Riverside County.
The $65 million price tag is paid for mostly by federal stimulus money. This is the first stimulus-funded
transportation project to be completed in Orange County.
"We're estimating that you're going to be saving about 15 minutes each day as you travel eastbound on this
highway," said Victor Mendez ofthe U.S. Department of Transportation Federal Highway Administration.
Some people said one new eastbound lane won't make much of a dent in the bottleneck and that a new lane will
only attract new traffic. But the Orange County Transportation Authority's Will Kempton sees it the other way
around.
"This is a growth state. This is a growth region," he said. "It's not a matter of, 'If you build it, they will come.'
They are here and they will keep coming. So we've got to make sure we have alternative forms of transportation
available. We've got to make sure that we can provide whatever capacity that we can."
More capacity is on the way. The Orange County Transportation Authority plans to add one additional lane in
•
each direction on the 91 Freeway between the 55 and the 241. That project is due to begin next year.
And crews plan to break ground on more improvements to the 91 Freeway in Riverside County in 2012.
"We will have a mirror image of what's in Orange County in Riverside," said Anne Mayer of the Riverside County
Transportation Commission. "We'll have two express lanes in each direction. We're also going to be adding
another lane of general purpose capacity on the outside. We'll be rebuilding all of the interchanges."
Those new lanes will stretch all the way from the Orange-Riverside county line to Interstate 15. They're expected
to be completed by 2016.
•
85
Insurance Commissioner Poizner Approves
Californias First-Ever Pay-As-You Drive Auto
Insurance Program •
News: 2010 Press Release
ForRe~ase: December 2, 2010
Media Calls Only: 916-492-3566
Insurance Commissioner Poizner Approves California's First-Ever Pay-As-You Drive
Auto Insurance Program
State Farm estimates customers will reap $31 million in savings from their new
program; Auto Club estimates $68 in savings per vehicle for participating customers
Insurance Commissioner Poizner announced today that he is enabling Californians to
take advantage of a cutting-edge program that will reward drivers who voluntarily drive
fewer miles with lower auto insurance rates. Commissioner Poizner has approved filings
by the Automobile Club of Southern California and State Farm Mutual Automobile
Insurance to offer this kind of coverage to customers.
'The voluntary pay-as-you-drive initiative is an innovative program that will allow
insurers to offer plans based on more accurate mileage, so that people who choose to
drive less will pay less for auto insurance," said Commissioner Poizner. ''The regulations •
I finalized last year allow insurers to offer this innovative option without compromising
consumer privacy. I'm pleased to approve plans for Automobile Club of Southern
California and State Farm to offer this kind of coverage to policyholders. I hope other
insurers follow suit. ..
"Since the Auto Club began offering auto insurance in 1912, we have focused on
providing members with quality service and competitive rates that accurately reflect
their driving experience," said Christopher Baggaley, senior vice president of insurance
operations. "We implemented a verified mileage program because we expect that it will
provide more accurate, lower rates to policyholders who choose to participate in the
program."
"Drive Safe & Save™ will help us better match price to risk and that's a good thing," said
Tom Conley, State Farm Agency Vice President. "We believe customers will respond
positively to this program."
Beginning on February 28, 2011, State Farm customers will have an option to move
into the new verified mileage plan, which State Farm has labeled its Drive Safe and Save
program. Under the plan, State Farm will offer an initial 5 percent discount for the first
policy term to insured drivers who agree to self-report their odometer readings at the
beginning and end of each policy period or who agree to allow State Farm to access
their mileage data automatically when the insured's' vehicle has an active On Star
system.
The mileage amounts used in determining the applicable rates for each subsequent
policy term will be based upon the actual verified mileage from the previous term. Those •
insureds who choose these more accurate mileage reporting methods and drive less
86
than 19,000 miles will have lower premiums than those insureds who simply estimate
their miles for the policy term based upon current loss projections. In addition, State
• Farm has created 39 new and narrower 500 mile pricing intervals for its Drive Safe and
Save program which will allow those who drive fewer miles to achieve even greater
savings.
State Farm presently has 3.3 million auto policies in force with written premiums of $2.5
billion in California for 2009. They estimate 25 percent of their policyholders may select
the optional Drive Safe and Save program which would result in a saving to
policyholders of $31 million.
Drivers who choose to purchase this policy will then be rated based upon the actual
annual miles they have driven. Under the program, consumers who reduce their driving
habits by as little as 500 miles per year will see a reduction in their rates.
Beginning on February 1,2011, The Automobile Club of Southern California's Pay-Drive
program will be made available to insured drivers who agree to report their odometer
readings at the beginning and end of each policy period or who agree to plug in a small
"telematics" device irtto their automobile which will automatically record the number of
miles driven. The rates for those who verify their actual miles driven via these methods
will now be, depending on the number of miles driven, from 1 percent to 10.5 percent
lower than those insureds in the same "mileage band" who simply estimate their miles
for the policy term.
•
Existing policyholders who choose to be part of the Auto Club's verified mileage
program will pay an average of $68 per vehicle less than those who choose not to be
part of the program.
###
Please visit the Department of Insurance Web site at www.insurance.ca.gov. Non media
inquiries should be directed to the Consumer Hotline at 800.927.HELP. Callers from out
of state, please dial 213.897.8921. Telecommunications Devices for the Deaf (TOO),
please dial 800.482.4833.
If you are a member of the public wishing information, please visit our Consumer
Services .
•
87
Drive Less, Pay Less: New Insurance Plans for California
http://laist.com/2010112103Idril@ less pay less new insurance p.php
Drivers who telecommute or who keep their mileage to a minimum can soon opt to sign up for insurance plans •
that offer savings for driving less. California Insurance Commissioner Steve Poizner announced yesterday that
two insurance providers, State Farm and the Automobile Club of Southern California, will implement new pay-as
you-drive insurance plans effective February 2011.
Using verified mileage, the new plans will better allow insurance providers to offer premiums based on more
accurate risk; the less distance you cover behind the wheel, the less of a risk you have for being involved in an
accident.
Poizner's office released details about each of the plans:
Beginning on February 28, 2011, State Farm customers will have an option to move into the new
verified mileage plan, which State Farm has labeled its Drive Safe and Save program. Under the
plan, State Farm will offer an initials percent discount for the first policy term to insured drivers
who agree to self-report their odometer readings at the beginning and end of each policy period or
who agree to allow State Farm to access their mileage data automatically when the insured's vehicle
has an active On Star system.
They have created a series of 500 mile intervals for narrower pricing plans, and for those partiCipating in the
program, "consumers who reduce their driving habits by as little as 500 miles per year will see a reduction in
their rates."
Via the Automobile Club, a similar plan will be available as of February 1, 2011. The new plan "will be made •
available to insured drivers who agree to report their odometer readings at the beginning and end of each policy
period or who agree to plug in a small 'telematics'device into their automobile which will automatically record the
number of miles driven." Customers participating in the verified mileage plans will pay rates "from 1 percent to
10.5 percent lower than those insureds in the same 'mileage band' who simply estimate their miles for the policy
term."
•
88
http://blogdowntown.com/201 0/12/5907 -ex press pa rk -aims-I o-gil.e-smarts -I o-downl owns • ExpressPark Aims to Give Smarts to Downtown's Parking Spots
:: bl downtown
Eric llichardson [Flickr 1
10,000 new parking meters that accept
credit card payments were installed by
the city this summer.
OOWNTOWN WS ANGELES -The
streets of Downtown should get a whole
lot smarter in 2011 as implementation
work gets underway on ExpressPark, an
ambitious parking management system
that designed to give the city's
Department of Transportation and the
public a real-time view of 5,500 on-street
and 7,500 off-street parking spaces.
The department will use that data to alter rates at ExpressPark zones throughout Downtown, raising or lowering
them up to 50 percent in order to achieve a 70 to 90 percent occupancy rate.
• While that aspect of the program has gotten the most media attention, project manager Peer Ghent says it's only
a piece of the puzzle. "The part that's never been done is the management system to integrate all these different
systems," he says of the smart meters, parking sensors and web interfaces included in the project.
The city's parking meter technology has already gotten smarter in recent years. Pay stations were deployed on
some Downtown blocks in 2008, and earlier this year the city deployed 10.000 smart parking meters across the
city. The new technologies allow drivers to pay for their parking with a credit card and are more resistant to the
tampering that has plagued traditional meters. Requirements for ExpressPark call for cell phone payments to be
added to that mix.
RxpressPark's most noticeable addition will be the instalIation of sensors in those 5,s00 on-street spaces that will
communicate their availability back to the management system. That data will then be communicated in real
time to message boards on the street, a website that the city will set up and the regional 511 traffic information
system. The requirements even call for ties allowing both pricing and availability data to find its way into in
vehicle GPS systems.
Despite the ambitious aims, Downtowners won't see a lot in the way oftorn-up streets. Construction win take
place to install the parking sensors, but most of the rest of the work will take place behind the scenes. "The
meters themselves are not chalIenging," says Ghent, who calls the hardware and software on the backend "the
real guts of the project."
Those new parking meters installed this summer may stay, or they may not. The city is leasing the units
currently on the streets, and it will be up to the winning bidder on the ExpressPark project to recommend what
•
hardware the system should use. Those new units will be purchased instead of rented .
The program is federally-funded as part of Metro's ExpressLanes project, aimed at congestion relief on the 10
and 110 freeways. Proposals are due in two weeks from companies interested in implementing the system for the
city. A winning bid will be chosen in February, and installation is required to be completed by October.
89
While Ghent and the city hope that ExpressPark's smarts will make parking simpler and reduce the time drivers
spend looking for a space, the program won't solve all of Downtown's parking woes.
State law mandates that drivers with handicap placards can park free and for an unlimited time at any meter, so
no amount of rate tweaking will affect availability at spots currently filled by placard parkers. •
The system also won't eliminate traffic crunches around major events. "Ifthere's a Laker game, it's going to be
congested regardless of what we do," Ghent notes.
Still, Ghent thinks the system has a lot of promise. "If somebody can get excited about parking meters, this is the
time."
•
•
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C r i t i c a l v o t e f o r c o n g e s t i o n p r i c i n g I S a n F r a n c i s c o E x a m i n e r
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f o r k i n t h e r o a d : w h e t h e r t o d r i v e a h e a d o r c u r b t h e p l a n .
B a s e d o n m o d e l s i n L o n d o n a n d S t o c k h o l m , c i t y p l a n n e r s a r e c o n s i d e r i n g a d r i v e r t o l l t o h e l p
d e c r e a s e t r a f f i c c o n g e s t i o n a n d r a i s e f u n d s f o r t r a n s i t a n d i n f r a s t r u c t u r e p r o j e c t s . W h i l e s e v e r a l
d i f f e r e n t p r o p o s a l s a r e i n t h e w o r k s , t h e o n e w i t h t h e m o s t s u p p o r t w o u l d c h a r g e m o t o r i s t s a $ 3
f e e f o r e n t e r i n g T h e C i t y ' s n o r t h e a s t c o r d o n , a n a r e a t h a t s t r e t c h e s a s f a r n o r t h a s F i s h e r m a n ' s
W h a r f , s o u t h t o t h e M i s s i o n d i s t r i c t , a n d w e s t t o l o w e r P a c i f i c H e i g h t s .
C o n g e s t i o n p r i c i n g w o u l d g e n e r a t e $ 6 0 m i l l i o n t o $ 8 0 m i l l i o n i n a n n u a l r e v e n u e t h a t w o u l d b e
i n v e s t e d i n t r a n s p o r t a t i o n p r o g r a m s , a c c o r d i n g t o t h e S a n F r a n c i s c o C o u n t y T r a n s p o r t a t i o n
A u t h o r i t y , t h e c i t y a g e n c y i n c h a r g e o f t h e s t u d y . T h e p r o g r a m w o u l d a l s o h e l p r e d u c e t r a f f i c b y
a b o u t 1 2 p e r c e n t a n d s p e e d u p t r a n s i t v e h i c l e s b y 2 0 t o 2 5 p e r c e n t .
O n T u e s d a y , t h e B o a r d o f S u p e r v i s o r s , a c t i n g i n i t s r o l e a s b o a r d o f d i r e c t o r s o f t h e S F C T A , w i l l
v o t e o n w h e t h e r t o e x t e n d t h e s t u d y i n t o c o n g e s t i o n p r i c i n g , o r t o s h e l v e t h e i d e a i n d e f i n i t e l y .
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e n t h u s i a s t i c a b o u t t h e S F C T A m o v i n g f u r t h e r w i t h t h e s t u d y . A l t h o u g h S n y d e r s a i d t h e u n i o n s t i l l
n e e d s m o r e i n f o r m a t i o n b e f o r e o f f e r i n g a f u l l e n d o r s e m e n t o n c o n g e s t i o n p r i c i n g , a n y p r o j e c t t h a t
s p e e d s u p t r a n s i t a n d p r o v i d e s t r a n s p o r t a t i o n f u n d i n g i s a g o o d i d e a .
T h e S a n F r a n c i s c o C h a m b e r o f C o m m e r c e h a s c o n s i s t e n t l y o p p o s e d a n y p l a n s t o c h a r g e
m o t o r i s t s f o r e n t e r i n g d o w n t o w n S a n F r a n c i s c o . J i m L a z a r u s , p u b l i c p o l i c y d i r e c t o r f o r t h e
C h a m b e r , s a i d c o n g e s t i o n p r i c i n g i n d o w n t o w n S a n F r a n c i s c o w o u l d d r i v e p o t e n t i a l v i s i t o r s t o
o t h e r c i t i e s i n t h e B a y A r e a .
" I t ' s a l r e a d y e x p e n s i v e e n o u g h h e r e , " L a z a r u s s a i d . ' T h e l a s t t h i n g w e n e e d t o d o i s m a k e i t
c o s t l i e r f o r p e o p l e w h o w a n t t o v i s i t t h e i r d o c t o r , g o s h o p p i n g , s e e a c u l t u r a l e v e n t o r a n y t h i n g e l s e
t h a t w o u l d b r i n g t h e m t o S a n F r a n c i s c o . "
I f t h e B o a r d o f S u p e r v i s o r s a p p r o v e s t h e s t u d y , t h e S F C T A w i l l c o n t i n u e t o d e v e l o p t h e i r i d e a s f o r
c o n g e s t i o n p r i c i n g . T h e a g e n c y p r o j e c t s t o h a v e a f i n a l d e s i g n o n t h e p l a n f i n i s h e d b y 2 0 1 4 . T h e
i m p l e m e n t a t i o n d a t e w o u l d c o m e i n 2 0 1 5 , a c c o r d i n g t o a g e n c y d o c u m e n t s .
O n e o u t s t a n d i n g q u e s t i o n a b o u t t h e c o n g e s t i o n p r i c i n g p l a n i s w h e t h e r i t w o u l d n e e d v o t e r
a p p r o v a l . C a l i f o r n i a n s i n N o v e m b e r a p p r o v e d P r o p o s i t i o n 2 6 , w h i c h m a n d a t e d t h a t f e e s n o w b e
t r e a t e d a s t a x e s . I f t h e p r o p o s i t i o n i s f o u n d t o b e a p p l i c a b l e t o t h e p r o g r a m , t h e n t w o - t h i r d s o f S a n
F r a n c i s c o v o t e r s w o u l d h a v e t o g i v e t h e i r a p p r o v a l f o r i m p l e m e n t a t i o n .
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l A h i c h V l O u l d i m p l e m e n t a f e e f o r v e h i c l e s e n t e r i n g p a r t s o f S a n F r a n c i s c o .
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S t u d y 3 *
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M a t e o a n d S a n F r a n c i s c o c o u n t i e s
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B a y A r e a N e w s - C r o s s c u r r e n t s f r o m K A L W
F r o m H O T l a n e s t o c o n g e s t i o n p r i c i n g , c i t i e s a c r o s s t h e r e g i o n a r e r e t h i n k i n g h o w w e g e t a r o u n d
- a n d h o w m u c h i t s h o u l d c o s t . F o r t h e p a s t t w o y e a r s , M a t t h e w R o t h h a s b e e n w a t c h i n g t h e s e
c h a n g e s u n f o l d f r o m h i s p o s i t i o n a s a r e p o r t e r a n d e d i t o r f o r S a n F r a n c i s c o S t r e e t s b l o g . R o t h ' s
m o v i n g o n t o o t h e r t h i n g s , b u t b e f o r e h e g o e s , K A L W ' s C a s e y M i n e r s t o p p e d h i m l o n g e n o u g h t o
t a l k a b o u t t h e B a y A r e a ' s t r a n s p o r t a t i o n f u t u r e .
* * *
C A S E Y M I N E R : I w a n t e d s o s t a r t w i t h t h i s ' c o n t r o v e r s y t h a t ' s s o r t o f e x p l o d e d o v e r t h e p a s t c o u p l e
d a y s . T h e B o a r d o f S u p e r v i s o r s v o t e d t h i s m o m i n g t o c o n t i n u e s t u d y i n g o p t i o n s f o r a c o n g e s t i o n
p r i c i n g s c h e m e , w h e r e d r i v e r s w o u l d b e c h a r g e d a c e r t a i n a m o u n t o f m o n e y t o e n t e r t h e c i t y f r o m
d i f f e r e n t p o i n t s . I ' m w o n d e r i n g , c o u l d y o u e x p l a i n w h a t a r e o p t i o n s u n d e r c o n s i d e r a t i o n , a l s o w h y
t h i s i s c o n t r o v e r s i a l ?
M A T T H E W R O T H : I t h i n k c o n g e s t i o n p r i c i n g i s a n i n t e r e s t i n g i d e a t h a t ' s b e e n t r i e d i n o t h e r c i t i e s
- t h e y t r i e d t o m a k e i t h a p p e n i n N e w Y o r k C i t y , b u t i t n e v e r g o t a l l t h e w a y t o t h e p o i n t o f
i m p l e m e n t a t i o n . I t ' s e s s e n t i a l l y a n i d e a t h a t i n e s p e c i a l l y c r o w d e d a r e a s y o u c h a r g e f o r d r i v i n g i n t o
t h o s e a r e a s . T h e g o a l i s t o r e d u c e p e a k h o u r c o m m u t e t r a f f i c , t o e n c o u r a g e t o t a k e o t h e r m o d e s
o f t r a v e l , i n c l u d i n g t r a n s i t . A n d t h e n w i t h t h e r e v e n u e s y o u g a i n f r o m c h a r g i n g p e o p l e w h o s t i l l
c h o o s e t o d r i v e , p a y f o r b e t t e r t r a n s i t , p a y f o r b e t t e r s t r e e t s f o r p e d e s t r i a n s a n d f o r c y c l i s t s . W h a t
t h e B o a r d o f S u p e r v i s o r s d i d t o d a y i t ' s k i n d o f i r o n i c h o w m u c h a t t e n t i o n h a s c o m e t o t h i s . T h e y
b a s i c a l l y t h e y j u s t v o t e d t o c o n t i n u e t h e s t u d y t h e v a r i o u s c o n g e s t i o n p r i c i n g c o r d o n s .
M I N E R : I t ' s s o r t o f i n t e r e s t i n g w h a t y o u w e r e s a y i n g , b e c a u s e p e o p l e c o m i n g i n f r o m O a k l a n d a n d
M a r i n C o u n t y a l r e a d y p a y a g r e a t d e a l o f m o n e y t o c r o s s t h e b r i d g e a n d c o m e i n t o S a n
F r a n c i s c o . I t ' s s o m e t h i n g w e a c c e p t a s t h e c o s t o f d o i n g b u s i n e s s . I w o n d e r i f y o u h a v e i d e a s
a b o u t w h y t h i s i n p a r t i c u l a r i s r e a l l y r i l i n g p e o p l e u p t o t h e d e g r e e t h a t i t i s .
R O T H : I t m a k e s s e n s e : I m e a n t h i n k a b o u t i t , i t ' s d r i v i n g a n d i t ' s t a x , q u o t e u n q u o t e t a x - i t ' s r e a l l y
a f e e - t h o s e a r e t w o o f t h e m o s t A m e r i c a n t h i n g s i n t h e w o r l d , t o h a t e t a x e s a n d l o v e d r i v i n g , a n d
d r i v i n g a s f r e e a s y o u p o s s i b l y c a n . I t h i n k i t ' s u n d e r s t a n d a b l e y o u w o u l d h a v e a s m u c h t u r m o i l a s
y o u d o a b o u t i t b e c a u s e i t ' s a n o v e l i d e a , i t ' s s o m e t h i n g p e o p l e g e t q u o t e - u n q u o t e f o r f r e e r i g h t
n o w - t h e o t h e r c o s t s o f a c t u a l l y m a i n t a i n i n g t h e r o a d s , a n d p o l l u t i o n , a n d t h e h a n m f u l e f f e c t s
h e a l t h a n d o t h e r w i s e , t h o s e a r e a l l s u b s u m e d s o c i a l l y , i t g o e s i n t o o t h e r t a x e s , s o y o u d o n ' t r e a l l y
s e e t h e i m p a c t y o u h a v e d r i v i n g . W h y w o u l d y o u w a n t t o p a y f o r s o m e t h i n g y o u g e t f o r f r e e n o w ?
O n t h e B a y B r i d g e , t h e y r e c e n t l y c h a n g e d t h e i r t o l l s t r u c t u r e s o y o u h a v e a c o n g e s t i o n c h a r g e . S o
i f y o u c o m e i n b e t w e e n I t h i n k 6 a n d 1 0 , i t ' s m o r e t h a n i t i s a f t e r 1 0 . E v e r y o n e c o m p l a i n e d w h e n
t h e y w e r e a b o u t t o c h a n g e t h e t o l l s t r u c t u r e , t h e y s a i d i t w o u l d b e a h o r r i b l e t h i n g t o d i n g d r i v e r s .
A n d w h a t y o u s a w , i n c l u d i n g m e d i a i n t h e s k y , a n d h e l i c o p t e r s t h e d a y o f t h e c h a r g e , w a s t h a t
p e o p l e c h a n g e d t h e i r p a t t e m s . S o m e p e o p l e p a i d f o r i t , o t h e r s w a i t e d a n d c a m e i n t o t h e c i t y a f t e r
1 0 , w h i c h a c h i e v e d t h e e x a c t g o a l t h e y h a d , w h i c h w a s t o d i s p e r s e t h e c o n g e s t i o n . R e a l l y , s t r e e t s
a r e n o t c o n g e s t e d a l l d a y i n S a n F r a n c i s c o i n t h e d o w n t o w n c o r r i d o r , i t ' s r e a l l y a t t h o s e p e a k
h o u r s . I t ' s w h e n e v e r y o n e ' s d r i v i n g i n t o w o r k a n d w h e n e v e r y o n e ' s l e a v i n g i n t h e i r c a r s . T h o s e a r e
a l s o t h e p e a k h o u r s f o r M u n i o r f o r o t h e r t r a n s i t , f o r c y c l i s t s . E v e r y b o d y ' s c o n d e n s e d i n t h i s a r e a a t
t h e s a m e t i m e , s o t h a t ' s w h e n y o u w a n t t o m a k e t h e i m p r o v e m e n t s .
M I N E R : A n d s o h a s t h a t s u c c e s s o f t h e c o n g e s t i o n p r i c i n g o n t h e B a y B r i d g e , y o u w e r e s a y i n g
p e o p l e d i d c h a n g e t h e i r h a b i t s , i s t h a t s o m e t h i n g t h a t h a s l a s t e d i n t h e s u b s e q u e n t m o n t h s ?
9 3
ROTH: Yes, from what I understand from the data, there has been a shift, and you have less traffic
in the most congested hours.
MINER: And so would it be reasonable to expect that you'd see similar results in San Francisco
with a congestion pricing structure?
•
ROTH: All the models they've created tend to suggest that you would have quite a bit of savings in
congestion and also a lot revenue revenue is anywhere between 60 and 80 million dollars, and
you could see upwards a 10, 12, 15 percent reduction in traffic, according to the models. Of
course they don't know, these are just models. One of the things that remains to be seen is a pilot.
And if we do a pilot, then we'll have a real-world example of whether or not it's a success.
MINER: We're talking to Matthew Roth, deputy editor of Streetsblog San Francisco. Speaking of
bridge tolls, in cities like New York, tolls are much higher than they are in the Bay Area. I'm
wondering if we can expect to see our own tolls continue to go up, and how you think people would
react to something like that?
ROTH: I think we're going to see higher tolls, in my opinion, we're going to see a cost of driving
that better reflects actual external costs to environment, to our health, in congestion and lost
productivity because of traffic.
MINER: Do you think that's something that the public will be on board with, or will it have to be to
be forced on people?
ROTH: I think it's going to be a difficult pitch to get the public excited aboutpaying more, but if
planners do a couple of things, they start out, elaborate the issue very well, and they talk about the
problem and clarify what that is, then say here's the solution, here's how we're going to do it, and
you show that through demonstration projects or pilots, and you deliver on the promise, I think
people will be less upset about it. But I think at some level, there's going to be.a degree of it where
we look and we say: these are our values, climate change and how we want to address it. All the
driving we do right now is inimical to those values. I think we'll get to a point where we look back
on this period of a great deal of driving, of vehicles that are not very fuel efficient, and we'll think to
ourselves, how did we live in that?
•
Would you still drive ifyou had to pay extra? Let us knowon our Face book page.
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The Truth About HOT Lanes» INFRASTRUCTURIST
• Fifteen years ago this month, the country's first HOT
lane opened up on Route 91 in Orange Country,
California. Short for "high-occupancy toll lanes," HOT
lanes allow solitary drivers to pay for the perks of the
HOV carpool lane. The lanes employ electronic
payment and graduated pricing systems to maintain
a steady flow of 60 miles per hour.
HOT lanes have been criticized at times (including on
this site) for favoring the wealthy. But interest in HOT
lanes -heck, we can't resist-seems to be heating
up. San Francisco and Miami recently opened them,
joining San Diego, Denver, and lVIinneapolis, and
more than 30 others are being developed or
constructed in places like Los Angeles, Houston,
Dallas, and Washington. D.C. We asked Jack Finn,
head of toll services for HNTB Corporation the
infrastructure firm that designed Route 9 nine
questions -one for each HOT lane in operation today.'"
•
Infrastructurist: A recent poll conducted by HNTB found that more than two-thirds of
respondents were willing to pay higher tolls to save time. Why are HOT lanes taking off
now?
Jack Finn: Orange County was very successful. Shortly after that, in San Diego, we had another
lane that was also very successful. They did a lot of surveys and were getting an approval rating up
around 75-80%, even for people who don't pay for the lane. That's because people in the general
purpose [free] lanes are happy that people getting are out of their lanes and driving in HOT lanes.
Coupled with that is the lack of federal and state funding for roadways. Places are looking for
other ways of financing road construction -now they can get a revenue stream to get a new lane
and pay for the construction.
I: Who pays for the construction of HOT lanes?
JF: [Route 91] was built as a public-private partnership. So the private sector company built the
lanes and was allowed to collect and keep tolls to payoff their investment. In 2003" Orange
County bought it back from private sector.
Typically what's happened is it's built as a new lane in a congested corridor. Or you can take an
existing HOV lane and construct a charge toll. I don't think any have overtaken existing general
purpose, free lanes.
A big one is the Washington, D.C. area. They're building a HOT lane on the Beltway, and building
one on 1-95/395 that's about 35 miles long, I believe. That's also being done as public-private
• partnerships. They're over $1 billion each .
I: What's the difference between HOV lanes and HOT lanes?
JF: One of the criticisms of [HOV lanes] is that they're underutilized. The general-purpose lanes
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next to them can be bumper-to-bumper, while the HOV lanes are underutilized. With HOT lanes,
they're HOV lanes but you also charge a toll for single-occupant drivers to use them. So you can
sell off that extra capacity to those single-occupancy drivers. You can price it just enough so that
not everyone jurnps in. If you have room for 1,000 vehicles an hour, you can price it so the lane still
flows at 60 miles per hour.
I: How do you make sure traffic stays at 60 miles per hour?
JF: A general lane can handle 2,000 vehicles per hour per lane. Once you go above that, you're
squeezing too many in. You may try to target 1,800 cars an hour in a HOT lane. For Route 91, they
monitor traffic every 6 months. If it exceeds the targeted number by more than 10 percent, they
jack up price 50 cents for next 6 months. So at 9 a.m. on Friday, if they're charging $3 and getting
too many cars, then you'd go to $3.50. In San Diego, they measure traffic immediately, as it starts
to get too crowded they change the price.
I: What's an average price for a HOT lane?
JF: It significantly varies by location and time of day. Orange County, for instance, is a very affluent
area, and congestion is horrible, as you can imagine. The HOT lane there is 10 miles long. At the
peak hour, the worst hour of the week, they charge $10 to go 10 miles. The altemative is, in that
corridor, it's going to take you 45 minutes to an hour to get through that 1 O-mile stretch. In the off
peak, at night, it's 75 cents on that same roadway.
Others around the country, in Colorado, and down in Miami, the highest price is around $3 to go
10 miles. You might say typically the price range is 50 cents to three or four dollars.
I: Some have criticized HOT lanes for being unfair to the poor.
JF: The ones in California, when they first opened, people started to call them the "Lexus lanes."
Then they started doing studies and it turns out everybody from all income levels and age groups
uses the lanes. If you gotta punch a clock and were late two days before, you're willing to pay to
make sure you get to work on time.
One of the beauties of the HOT lane is that people don't typically pay to drive it every day. If they're
running late or have to get to a meeting, they get in lane, pay, and bypass all the traffic. It's there
when they need it.
I: Is it possible that HOT lanes will encourage drivers to drive alone, which could be
worse for the environment and for congestion?
JF: You know, quite the opposite. They're building a lot of parking lots along the roadway-like
the one in D.C. -so people can carpool. You can pay to use [the HOT lane if you drive alone], but
if you don't want to pay, you can carpool and ride in it for free. That's a guaranteed 60 miles per
hour. For buses it works well. They ride for free.
I: A recent report found that 45 percent of New York's urban highways were congested
in 2007. That's a lot of time and money wasted. But the Northeast doesn't appear
interested in HOT lanes. Why not?
J F: I'm not 100% sure. The northeast does have a fair amount of toll roads. Because most drivers
already have EZ-pass tag in their cars, so that would make it very easy. You'd have customers all
over the place. There's a lot of HOV lanes, in Long island for instance. New Jersey, years ago, got
federal money for HOV lanes, but then got rid of all their HOV lanes in the mid-'90s. It's a shame
because they could have just converted them [to HOT lanes] and made money.
•
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I: What's the biggest challenge to the success of HOT lanes?
• JF: Probably the biggest obstacle is the education of the general public on what these things are
being used for. It's not the total [traffic] solution. They work because the other lanes are congested.
No one would pay if the lanes beside them were free-flowing. You still have congestion in general
purpose lanes. But corridors in New York and elsewhere, there's no option, and no money to build
more lanes. A good introductory solution is to put a HOT lane in. At least you have one lane that's
moving.
* This Wiki entry lists only eight, but Route 91 remains a HOT lane.
Image: WSDOT
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97
Streetsblog San Francisco» California's Pay as You Drive
Insurance Program Could Reduce Driving
The California Department of Insurance has approved a pay-as-you-drive insurance program
encouraged by environmental advocates and transportation planners because it provides an
incentive to drive less by reducing premiums for low-mileage drivers. Widespread adoption of
similar insurance policies could reduce driving in the U.S. by as much as eight percent, according
to a Brookings Institution study.
•
"The voluntary pay-a s-yo u-d rive initiative is an innovative program that will allow insurers to offer
plans based on more accurate mileage, so that people who choose to drive less will pay less for
auto insurance," California Insurance Commissioner Steve Poizner said recently when he
announced the program with the participation of State Farm Insurance and the Automobile Club of
Southern California.
Though other insurance companies, notably Progressive Insurance, have experimented with pay
as-you-drive policies, because of the large number of drivers in California and the scale of the
program, it could have national significance.
State Farm the state's largest automobile insurance company with 3.3 million policy holders
and premiums of $2.5 billion -had previously required mileage to be self-reported by customers,
who then got a small discount ifthey drove less than 7,500 miles in a year. Starting in late
February, State Farm will offer an initial 5 percent discount for the first policy term to drivers who
opt-in to the Drive Safe and Save program and agree to self-report their odometer readings at the
beginning and end of each policy period. Policy holders with an active On Star system, which
comes with many vehicles made by General Motors, can agree to allow State Farm to access
their mileage data automatically.
Customers who opt-in under the program will have their policies adjusted based on 500-mile
segments up to 19,000 miles per year. For those who rarely drive, State Farm expects their
premiums will be reduced by up to 45 percent. Assuming State Farm achieves its target of
convincing one quarter of its policy holders to switch to pay-as-you-drive, the resulting savings
would be $31 million a year.
"From our perspective it's an opportunity to help our customer have more options when pricing
their policy," said Sevag Sarkissian, a spokesperson for State Farm. "An exciting positive that
goes along with this is the potential impact this has on the environment."
State Farm and OnStar partnered in 2009 for a small pilot in Ohio, though both companies believe
Californians will embrace the program in large numbers, given the state's reputation for
environmental advocacy.
"Both OnStar and State Farm are trying to be leaders. We're trying to work with California
consumers to get lower rates," said Mark DuBois, manager of strategic alliances at OnStar.
DuBois said the program is primarily about saving drivers money, but he noted the incentive to
drive less would help the environment. "We're all trying to look at how to make green initiatives
and look at ways to reduce that carbon footprint. We look at it as a potential to change consumer
behavior."
The environmental impact would be substantial, as the Brookings Institution study noted. If every
driver in the state switched to pay-as-you-drive, the eight percent reduction in driving would
translate to 24 billion fewer miles driven, 1.2 billion fewer gallons of gasoline and a seven to nine
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•
•
percent reduction in carbon dioxide.
According to a Victoria Transport Policy Institute study, widespread adoption of pay-as-you-drive
would also reduce traffic crashes, lowering medical bills and saving lives. "Mileage reductions
reduce traffic density (vehicles per lane-mile), which reduces crash rates," the study noted. •
Another potential benefit of the program is the gradual public acceptance of reporting vehicle
miles traveled (VMT). For Robert Atkinson, President of the Information Technology and
Innovation Foundation and former chair ofthe National Commission on Surface Transportation
Infrastructure Financing at the U.S. Department of Transportation, this could make it easier to
transition to a distance-based VMT tax to pay for roads.
This is particularly important as cars get increasingly better mileage and the gas tax now pays for
barely half the cost of highways. Given that raising the gas-tax has been a political third rail, a shift
to another funding mechanism will be crucial to pay for infrastructure, according to Atkinson.
"People will get marginally used to the notion of paying by the mile. Then it's less of a big
emotional or intellectual shift," said Atkinson about moving to a distance-based tax.
"If it works in California, then they talk about it elsewhere. Eventually these innovations will
permeate to other states," he said.
•
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99
New App Tells Parkers Where the Spaces are in
• Hollywood -Parking -Curbed LA
Wednesday, December 22, 2010, by Adrian Glick Kudler
•
Today Los Angeles and parking tech company Streetline announced the release of
Parker for iPhone, "the first app that gives drivers real-time parking information,"
according to a press release. The app is Hollywood-only right now (zinger from City
Council President Eric Garcetti: "Sometimes it feels like more movie stars have been
discovered in Hollywood than parking spaces."). It costs $1.99 and shows users which
blocks have more than four, more than two, or fewer than two spots, plus time limits,
pricing. and payment methods. The app uses data from Streetline's in-ground sensors,
which in addition to Hollywood, have been installed in Studio City and parts of
Chinatown, according to TechCrunch. The company's CEO says an Android app is
coming in the next quarter.
· Streetline and the City of Los Angeles Unveil First Real-Time Parking App for iPhone
[PRNewswire]
· New Streetline App Gives L.A. Drivers Real Time Data On Available Parking
[TechCrunch]
· Parker [ITunesl
•
100
Streetline and the City of Los Angeles unveil first
real-time parking app for iPhone -LA Daily News
LOS ANGELES -Los Angeles Mayor Villaraigosa and City Council President Eric Garcetti
today joined Streetline CEO Zia Yusuf to announce the Parker for iPhone App -the first
app that gives drivers real-time parking information and a fast, convenient way to find
open metered parking spaces and nearby garages. It is available now from the App
Store.
The Parker for iPhone App features a simple interface that gives users an instant,
location-based map pinpointing the city blocks with the most available parking spaces.
Users can see which blocks have: more than four, more than two or less two spots; as
well as blocks with "rock star" parking -the areas closest with the most open spaces.
The app also delivers information about parking space time limits, pricing, and whether
meters take credit cards or coins. It also will direct drivers to the nearest City parking
garages as an alternative to street parking.
The app is based on Streetline's patented smart parking platform that detects the
presence of a car through a network of ultra-low power wireless sensors located in
each parking space. This information is then transmitted back to mobile smart phones
and web applications that give drivers a live, accurate picture of open parking spaces
across a city. The entire system helps cities, airports, universities and private
organizations reduce costs, increase efficiencies, and alleviate the environmental impact
of traffic caused by parking.
Studies estimate
that more than 30 percent of city traffic is caused by drivers looking for parking, and
Parker for iPhone dovetails Los Angeles' and Streetline's efforts to implement smart city
technologies that make urban areas more livable, cleaner, and more efficient. Streetline
smart parking solutions have been deployed in California and New York, and several
U.S. cities will deploy its smart parking technology in 201l.
"We are excited that Los Angeles is the first city in the country to offer this unique app
to residents and visitors," said Mayor Villaraigosa. "By making parking easier, we can
help people get where they are going faster, and reduce pollution and traffic congestion
caused by drivers circling in hopes of finding an open spot."
"Sometimes it feels like more movie stars have been discovered in Hollywood than
parking spaces. This app will help drivers save time, reduce traffic and air pollution, and
make visiting Hollywood even more enjoyable than it already is," said Council President
Eric Garcetti.
"LADOT has been working hard to utilize new technologies like Streetline's to help
connect the residents and visitors of Los Angeles with valuable information to make
their lives easier," saidAmir Sedadi, InterimGeneral Manager of the City Los Angeles
Department of Transportation. ''This new system will transform the parking and driving
experience in Hollywood, and we look forward to rolling out this service to other parts
of Los Angeles."
"We are excited to partner with the City of Los Angeles to launch this innovative service
for locals and visitors in Hollywood," said Zia YUsuf, CEO of Streetline. "We applaud Los
•
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101
Angeles for exploring and implementing smart parking solutions that can not only
transform how people park, but also address the critical need to reduce traffic and
• pollution."
Initially covering the areas in and around Hollywood, the Parker for iPhone App is
available for $1.99 from the App Store or at www.itunes.com/appstore .
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I n N o v e m b e r , m o r e t h a n 1 m i l l i o n t r i p s w e r e t a k e n o n t h e 9 1 E x p r e s s L a n e s a l o n e ,
s a i d J o e l Z l o t n i k , a n O C T A s p o k e s m a n .
T h e O C T A , w h i c h o p e r a t e s t h e c o u n t y ' s p u b l i c - b u s l i n e , o w n s t h e E x p r e s s L a n e s t h a t
r u n 1 0 m i l e s b e t w e e n t h e 5 5 f r e e w a y a n d t h e R i v e r s i d e C o u n t y b o r d e r . T o l l s �
d e p e n d i n g o n t h e d a y , t h e h o u r a n d t h e d i r e c t i o n - r a n g e f r o m $ 1 . 3 0 t o $ 9 . 9 5 a t r i p .
T h e 2 4 1 i s r u n b y a l o c a l g o v e r n m e n t , t h e F o o t h i l l / E a s t e r n T r a n s p o r t a t i o n C o r r i d o r
A g e n c y . T o t a k e t h e e n t i r e 2 5 - m i l e r o u t e c a n c o s t $ 5 . 5 0 .
I t i s u n c l e a r i f t h e t o l l s w o u l d c h a n g e s o m e h o w i f t h e t o l l r o a d s w e r e d i r e c t l y
c o n n e c t e d .
1 0 3
At a meeting Wednesday, a 241 committee recommended that the full board proceed
with the $2.3-million phase of the project. The majority of the study would be
completed by October 2012.
"We anticipate the environmental impact will be minimal," said Lisa Telles, a 241
spokesman. •
A 2008 study considered how people wanting to drive both the 241 and the 91
Express Lanes had to take indirect routes.
"It showed 54 percent of the northbound 241 toll road trips actually travel past the
interstate IS," Williams said." Those are people who would be good candidates for the
direct connector."
How to fund the connectors' construction and the total cost for the project have not
been determined. But the OCTA and the toll road agency have already agreed to split
the cost.
The $2.3-million contract will be considered by the toll road board on Jan. 13 for final
approval. Caltrans would help with any design and engineering and must sign off on
the project.
"A lot of people ask about this project," Telles said. ''They wonder, 'Why can't I connect
from the toll road to the Express Lanes?' The answer is that it's not a simple solution."
Article •The agency that operates the 241 Toll Road is taking steps to design a connector to
the 91 Express Lanes -easing the commute between Orange and Riverside counties.
For up to $2.3 million, RBF Consulting would begin designing the connector and
determining how such a project, targeted for years, would affect the environment and
the traffic.
Currently, commuters willing to pay tolls to bypass some of Orange County's worse
traffic -on the eastbound 91 freeway through Anaheim Hills and Yorba Linda -must
choose either the 91 Express Lanes that bisect the 91 freeway, or the 241 Toll Road
that rolls south to Rancho Santa Margarita.
•
104
Value Pricing Pilot Program Express Travel Choices (Phase II) Proposal
•
• Appendix D: Evaluation Frameworkfor /-10 and /-110
Pricing Demonstrations -Executive Summary
•
105
Value Pricing Pilot Program Express Travel Choices (Phase II) Proposal
•
This page intentionally left blank •
•
106
" E X E C U T I V E S U M M A R Y
T h i s r e p o r t p r o v i d e s a n a n a l y t i c a l f r a m e w o r k f o r e v a l u a t i n g t h e L o s A n g e l e s C o u n t y ( L A )
C o n g e s t i o n R e d u c t i o n D e m o n s t r a t i o n ( C R D ) e f f o r t u n d e r t h e U n i t e d S t a t e s D e p a r t m e n t o f
T r a n s p o r t a t i o n ( U . S . D O T ) U r b a n P a r t n e r s h i p P r o g r a m A g r e e m e n t ( U P A ) p r o g r a m . I t i d e n t i f i e s
t h e h y p o t h e s i s a n d q u e s t i o n s t o b e t e s t e d a n d a n s w e r e d i n t h e e v a l u a t i o n ; t h e e v a l u a t i o n a n a l y s e s
a n d m e a s u r e s o f e f f e c t i v e n e s s ; a n d t h e d a t a n e e d e d t o c o n d u c t t h e a n a l y s i s .
B a c k g r o u n d
I n 2 0 0 6 , t h e U . S . D O T , i n p a r t n e r s h i p w i t h m e t r o p o l i t a n a r e a s , i n i t i a t e d a p r o g r a m t o e x p l o r e
r e d u c i n g c o n g e s t i o n t h r o u g h t h e i m p l e m e n t a t i o n o f p r i c i n g a c t i v i t i e s c o m b i n e d w i t h n e c e s s a r y
s u p p o r t i n g e l e m e n t s . T h i s p r o g r a m w a s i n s t i t u t e d t h r o u g h t h e U P A s a n d t h e C o n g e s t i o n
R e d u c t i o n D e m o n s t r a t i o n s ( C R D s ) . W i t h i n e a c h p r o g r a m , m u l t i p l e s i t e s a r o u n d t h e U . S . ,
i n c l u d i n g L o s A n g e l e s , w e r e s e l e c t e d t h r o u g h a c o m p e t i t i v e p r o c e s s . T h e s e l e c t e d s i t e s w e r e
a w a r d e d f u n d i n g f o r i m p l e m e n t a t i o n o f c o n g e s t i o n r e d u c t i o n s t r a t e g i e s . T h e a p p l i c a n t s '
p r o p o s a l s f o r c o n g e s t i o n r e d u c t i o n w e r e b a s e d o n f o u r c o m p l e m e n t a r y s t r a t e g i e s k n o w n a s t h e
4 T s : T o l l i n g , T r a n s i t , T e l e c o m m u t i n g f f r a v e l D e m a n d M a n a g e m e n t , w h i c h i n c l u d e s a d d i t i o n a l
t r a v e l d e m a n d m a n a g e m e n t ( T D M ) s t r a t e g i e s , a n d T e c h n o l o g y .
"
T h e U P A / C R D n a t i o n a l e v a l u a t i o n i s s p o n s o r e d b y t h e U . S . D O T . T h e R e s e a r c h a n d I n n o v a t i v e
T e c h n o l o g y A d m i n i s t r a t i o n ( R I T A ) I n t e l l i g e n t T r a n s p o r t a t i o n S y s t e m s J o i n t P r o g r a m O f f i c e
( I T S J P O ) i s r e s p o n s i b l e f o r t h e o v e r a l l c o n d u c t o f t h e n a t i o n a l e v a l u a t i o n . R e p r e s e n t a t i v e s f r o m
t h e m o d a l a g e n c i e s a r e a c t i v e l y i n v o l v e d i n t h e n a t i o n a l e v a l u a t i o n . T h e B a t t e l l e t e a m w a s
s e l e c t e d b y t h e U . S . D O T t o c o n d u c t t h e n a t i o n a l e v a l u a t i o n t h r o u g h a c o m p e t i t i v e p r o c u r e m e n t
p r o c e s s .
T h e p u r p o s e o f t h e n a t i o n a l e v a l u a t i o n i s t o a s s e s s t h e i m p a c t s o f t h e U P A / C R D p r o j e c t s i n a
c o m p r e h e n s i v e a n d s y s t e m a t i c m a n n e r a c r o s s a l l s i t e s . T h e n a t i o n a l e v a l u a t i o n w i l l g e n e r a t e
i n f o r m a t i o n a n d p r o d u c e t e c h n o l o g y t r a n s f e r m a t e r i a l s t o s u p p o r t d e p l o y m e n t o f t h e s t r a t e g i e s i n
o t h e r m e t r o p o l i t a n a r e a s . T h e n a t i o n a l e v a l u a t i o n w i l J a l s o g e n e r a t e f i n d i n g s f o r u s e i n f u t u r e
f e d e r a l p o l i c y a n d p r o g r a m d e v e l o p m e n t r e l a t e d t o m o b i l i t y , c o n g e s t i o n , a n d f a c i l i t y p r i c i n g .
T h e B a t t e l l e t e a m d e v e l o p e d a N a t i o n a l E v a l u a t i o n F r a m e w o r k ( N E F ) t o p r o v i d e a f o u n d a t i o n
f o r e v a l u a t i o n o f t h e U P A / C R D s i t e s . T h e N E F i s b a s e d o n t h e 4 T s c o n g e s t i o n r e d u c t i o n
s t r a t e g i e s a n d t h e q u e s t i o n s t h a t t h e U . S . D O T s e e k s t o a n s w e r t h r o u g h t h e e v a l u a t i o n .
T h e L o s A n g e l e s C o u n t y C R D P r o j e c t s
T h e L o s A n g e l e s C o u n t y ( L A ) C o n g e s t i o n R e d u c t i o n D e m o n s t r a t i o n e f f o r t i s l e d b y t h e L o s
A n g e l e s C o u n t y M e t r o p o l i t a n T r a n s p o r t a t i o n A u t h o r i t y ( M e t r o ) . T h e C R D p r o j e c t s a r e b e i n g
i m p l e m e n t e d w i t h t h e a s s i s t a n c e o f a n u m b e r o f s u p p o r t i n g a g e n c i e s e s p e c i a l l y t h e C a l i f o r n i a
D e p a r t m e n t o f T r a n s p o r t a t i o n ( C a l t r a n s ) a n d t h e L o s A n g e l e s D e p a r t m e n t o f T r a n s p o r t a t i o n
( L A D O T ) . T h e L o s A n g e l e s C o u n t y C R D p r o j e c t s a r e i n t e n d e d t o r e d u c e c o n g e s t i o n , p r o m o t e
t h r o u g h p u t , a n d e n h a n c e m o b i l i t y i n t h e 1 - 1 0 a n d 1 - 1 1 0 c o r r i d o r s , a n d i n d o w n t o w n L o s A n g e l e s .
F i g u r e E S - l s h o w s t h e l o c a t i o n o f t h e L A . C R D p r o j e c t e l e m e n t s .
L o s A n g e l e s U r b a n P a r t n e r s h i p A g r e e m e n t J a n u a r y 1 3 , 2 0 1 0 " F i n a l N a t i o n a l E v a l u a t i o n P l a n P a g e v i i
1 0 7
CD ExpressLanes •
J
N ~ ~"... ~:v.;. < ,,«, " #:,1pl"oi,~~C ... ..... ····.L,;3i:·:l~,§'.~·,"':
1 ExpressLanes (HOT) on '·10 and ]-110. Freeways .
2E~pa;'d Capa~ity·ofi·ioHOT Lane~' ...,....... .......... t
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5 Tr~;'~ji$ign<11 Prioritization ....•.. .....•.... .. .. ..... ;
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i .SMet(oUnk POrlWIT<1 Station Impn:wement$" '. (
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15 ExpresSUmes Project Management Not •
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PROJECT CATEGORY TYPES
• 6oltiene;;~ Imp'OV®1ent, e:; New Bus r..AalmenancefStorage @j Operatloo.Nanpoois
11 Incr".....'<1Ilu' "<>quency •. Addition.1 (ommut", Rail Capacity • P'ojooMan<>g."",nl
t~ Transit Centef Expansionltmpfovement~ Ii Downtown Parking Managoment
Figure ES-1. Locations of Los Angeles County CRD Projects
The U.S. DOT is allocating $210.6 million in Federal grant funding for the Los Angeles projects.
These funds are drawn from the Federal Transit Administration (FTA) 5309 Bus and Bus
Facilities Program (the "Bus Program"). The Los Angeles County CRD projects are briefly
described as follows.
Transit Improvements. Over half of LA's CRD budget will be devoted to transit
improvements. The frequency of Metro Rapid service in the 1-10 EI-Monte Busway and 1-110
Harbor Transitway corridors will be significantly increased through the acquisition of new buses.
Other major improvements include a new downtown transit operating and maintenance facility;
Los Angeles Urban Partnership Agreement January 13, 2010
Final National Evaluation Plan Page viii •
108
" i m p r o v e d A r t e s i a T r a n s i t C e n t e r s e c u r i t y ; e x p a n s i o n o f t h e E I M o n t e T r a n s i t C e n t e r ; t h e c r e a t i o n
o f a n E I M o n t e B u s w a y / U n i o n S t a t i o n c o n n e c t i o n ; e x p a n s i o n o f t h e P o m o n a M e t r o l i n k S t a t i o n
( p l a t f o r m s a n d p a r k i n g ) ; a n d t h e i m p l e m e n t a t i o n o f a d d i t i o n a l t r a n s i t s i g n a l p r i o r i t i z a t i o n i n
d o w n t o w n L o s A n g e l e s .
H i g h O c c u p a n c y T o l l ( H O T ) L a n e s . L . A . w i l l u s e C R D f u n d s t o c o n v e r t H O V l a n e s t o H O T
i n t h e 1 - 1 0 a n d 1 - 1 1 0 f r e e w a y s . T h i s w i l l e x p a n d f r e e w a y c a p a c i t y b y p e r m i t t i n g t o l l - p a y i n g ,
s i n g l e - o c c u p a n c y v e h i c l e s t o u s e s l a c k , H O T l a n e c a p a c i t y . S i n c e t h e c u r r e n t 1 - 1 0 H O V l a n e
o p e r a t e s n e a r c a p a c i t y d u r i n g p e a k t r a v e l p e r i o d s , L . A . a l s o p l a n s t o a d d a n a d d i t i o n a l H O T l a n e
t o t h e s e c t i o n o f t h e 1 - 1 0 b o u n d e d b y t h e 1 - 7 1 0 a n d 1 - 6 0 5 i n t e r c h a n g e s .
I n t e l l i g e n t P a r k i n g M a n a g e m e n t ( I P M ) . L A D O T w i l l b e d e p l o y i n g a n I P M ( a l s o k n o w n a s
" E x p r e s s P a r k " ) i n d o w n t o w n L . A . t o a l l e v i a t e c o n g e s t i o n b y r e d u c i n g p a r k i n g s p a c e s e e k t i m e ,
a n i m p o r t a n t s o u r c e o f t r a f f i c c o n g e s t i o n . I P M e n t a i l s d e m a n d - b a s e d p r i c i n g o f c i t y m a n a g e d
p a r k i n g t o p r o m o t e s p a c e t u r n o v e r a n d t o m a i n t a i n b a l a n c e b e t w e e n t h e p a r k i n g s p a c e s a v a i l a b l e
a n d t h e n u m b e r o f t r a v e l e r s w i s h i n g t o m a k e u s e o f t h o s e s p a c e s . T h e I P M e f f o r t w i l l u s e
a d v a n c e d t e c h n o l o g i e s t o h e l p d o w n t o w n t r a v e l e r s r a p i d l y l o c a t e a v a i l a b l e p a r k i n g s p a c e s a n d t o
a p p r i s e t h e m o f c u r r e n t p a r k i n g p r i c e s .
"
T e c h n o l o g y . L . A . w i l l e m p l o y a d v a n c e d t e c h n o l o g i e s i n s u p p o r t o f b o t h t h e H O T a n d r P M
e f f o r t s . T h e s e t e c h n o l o g i e s i n c l u d e a l g o r i t h m s t h a t e s t i m a t e H O T l a n e c a p a c i t y a n d d e t e c t
p a r k i n g s p o t a v a i l a b i l i t y ; a n d a d v a n c e d , r e a l - t i m e i n f o r m a t i o n d i s s e m i n a t i o n t e c h n o l o g y t h a t w i l l
m a k e t h i s i n f o r m a t i o n a v a i l a b l e t o t r a v e l e r s t h r o u g h t h e i r c o m p u t e r s , c e l l p h o n e s , P D A s , a n d
e l e c t r o n i c s i g n a g e .
R i d e s h a r i n g P r o m o t i o n ( T e l e c o m m u t i n g / T r a v e l D e m a n d M a n a g e m e n t ) . L . A . w i l l u s e a
v a r i e t y o f p r o m o t i o n a l m e t h o d s t o i n c r e a s e t h e n u m b e r o f r e g i s t e r e d v a n p o o l s , a n d m a j o r
e m p l o y e r - b a s e d r i d e s h a r i n g i n g e n e r a l , i n t h e 1 - 1 0 a n d 1 - 1 1 0 c o r r i d o r s . T h e m e t h o d s i n c l u d e
s u b s i d i e s t o t r a v e l e r s a n d v a n p o o l o p e r a t o r s a n d p r o m o t i o n a l o u t r e a c h t o m a j o r e m p l o y e r s .
D e p l o y m e n t S c h e d u l e
S o m e t r a n s i t e l e m e n t s o f t h e L o s A n g e l e s C o u n t y C R D p r o g r a m s a r e e x p e c t e d t o b e o p e r a t i o n a l
i n J u l y , 2 0 1 0 . M o s t o f t h e r e m a i n i n g p r o j e c t s e l e m e n t s w i l l b e d e p l o y e d b y D e c e m b e r , 2 0 1 0 .
T h e m a j o r e x c e p t i o n i s a n e w M e t r o t r a n s i t o p e r a t i n g a n d m a i n t e n a n c e f a c i l i t y . I t i s s c h e d u l e d t o
b e c o m p l e t e d i n D e c e m b e r , 2 0 1 1 .
E v a l u a t i o n A n a l y s e s a n d T e s t P l a n s
T h e n a t i o n a l e v a l u a t i o n o f t h e L o s A n g e l e s C o u n t y C R D p r o j e c t s f o c u s e s o n t h e 1 1 o f 1 2
a n a l y s i s a r e a s o u t l i n e d i n t h e N E F . ( T h e g o o d s m o v e m e n t a n a l y s i s a r e a w a s n o t j u d g e d t o b e
r e l e v a n t t o t h e L . A . C R D p r o j e c t s . ) P l a n s f o r c o l l e c t i n g a n d a n a l y z i n g t h e d a t a t o s u p p o r t t h e 1 1
a n a l y s e s a r e d e s c r i b e d i n 1 1 t e s t p l a n s . T a b l e E S - J p r e s e n t s t h e r e l a t i o n s h i p a m o n g t h e a n a l y s i s
a r e a s a n d t h e t e s t p l a n s .
" L o s A n g e l e s U r b a n P a r t n e r s h i p A g r e e m e n t J a n u a r y 1 3 , 2 0 1 0
F i n a l N a t i o n a l E v a l u a t i o n P l a n P a g e i x
1 0 9
Table ES-1. Relationships among Data Test Plans and Evaluation Analyses
Traffic • • 0 • • .00 •
Tolling • • o •
Transit • o 0 0 0 •
Ridesharing • 0 000 o
Safety o • •
Transportation Modeling •
Environmental • 0 o
Surveys and Interviews • • • • 0 0 0 • • •
Content •
Cost Benefit •
Exogenous Factors o 0 0 0 0 0 000 0
•
•
• Major Input o Supporting Input
* = This corresponds to the "TelecommutingrrDM" analysis in the UPA/CRD National Evaluation
Framework. The L.A. CRD local partners have requested that the reference to telecommuting be
dropped in the L.A. evaluation documents because telecommuting is not included among their strategies.
The transit analysis area is summarized in Table ES-2 to provide a representative example of the
hypothesis-driven evaluation approach used in the L.A. CRD National Evaluation Plan. Transit
is a key element of the Los Angeles County CRD. The CRD transit projects focus on making
riding the bus in the 1-10 and 1-110 corridors more attractive and convenient by significantly
increasing the frequency of bus rapid transit (BRT) service, reducing bus travel times through
signal prioritization; mitigating traffic bottlenecks through infrastructure investments; and by
reducing travelers potential security concerns at park-and ride-lots and bus stops.
Los Angeles Urban Partnership Agreement January 13, 2010
Final National Evaluation Plan Page x •
110
" T a b l e E S - 2 . T r a n s i t A n a l y s i s A p p r o a c h
C R D p r o j e c t s w i l l e n h a n c e
t r a n s i t p e r f o r m a n c e w i t h i n
C R D c o r r i d o r s t h r o u g h
r e d u c e d t r a v e l t i m e s ,
i n c r e a s e d s e r v i c e
r e l i a b i l i t y , a n d i n c r e a s e d
s e r v i c e c a p a c i t y
U s e r p e r c e p t i o n s o f
s e c u r i t y a t t r a n s i t
s t a t i o n s / p a r k - a n d - r i d e l o t s
w i l l b e i m p r o v e d b y C R D
p r o j e c t s
"
C R D p r o j e c t s w i l l i n c r e a s e
r i d e r s h i p a n d f a c i l i t a t e a
m o d e s h i f t t o t r a n s i t w i t h i n
C R D c o r r i d o r s
I n c r e a s e d r i d e r s h i p a n d
m o d e s h i f t t o t r a n s i t w i l l
c o n t r i b u t e t o i n c r e a s e d
p e r s o n t h r o u g h p u t ,
c o n g e s t i o n m i t i g a t i o n , a n d
t r a n s i t c o s t - e f f e c t i v e n e s s
w i t h i n C R D c o r r i d o r s
W h a t w a s t h e r e l a t i v e
c o n t r i b u t i o n o f e a c h C R D
p r o j e c t e l e m e n t t o
i n c r e a s e d r i d e r s h i p / t r a n s i t
m o d e s h a r e / p e r s o n
t h r o u g h p u t ?
"
L o s A n g e l e s U r b a n P a r t n e r s h i p A g r e e m e n t
F i n a l N a t i o n a l E v a l u a t i o n P l a n
" R e d u c e d e n d - t o - e n d t r a n s i t r o u t e t r i p
t i m e s
" R e d u c e d p e r c e i v e d d o o r - t o - d o o r
p a s s e n g e r t r i p t i m e s
" I n c r e a s e d i n - t r a n s i t s e r v i c e s p e e d s
" I n c r e a s e d t r a n s i t r e l i a b i l i t y ( h e a d w a y
v a r i a n c e i f f r e q < 1 2 m i n s / s c h e d u l e
a d h e r e n c e i f f r e q > 1 2 m i n s )
" I n c r e a s e d t r a n s i t c a p a c i t y ( # s e a t s p e r
h o u r )
" I m p r o v e d u s e r s a t i s f a c t i o n
" U s e r p e r c e p t i o n s o f s e c u r i t y a t t r a n s i t
s t a t i o n s / p a r k a n d r i d e l o t s
" I n c r e a s e d t r a n s i t r i d e r s h i p
" I n c r e a s e d p e r s o n s p e r p e a k r e v e n u e
h o u r / p e r i o d
" R e d u c e d c o s t p e r p a s s e n g e r m i l e
" I n c r e a s e d p a r k - a n d - r i d e l o t u t i l i z a t i o n
" C o r r i d o r m o d e s p l i t ( ' Y o )
" I n c r e a s e i n p e r s o n t h r o u g h p u t
a t t r i b u t a b l e t o t r a n s i t
" T o t a l c h a n g e i n t r a f f i c c o n g e s t i o n ( a s
d e t e r m i n e d i n t h e C o n g e s t i o n
A n a l y s i s )
" C h a n g e i n t r a n s i t c o s t p e r p a s s e n g e r
m i l e
" U s e r p e r c e p t i o n s o f p r o j e c t i m p a c t s
" A l l o f t h e a b o v e m e a s u r e s ,
s u p p l e m e n t e d b y t h o s e o b t a i n e d f r o m
o t h e r a s p e c t s o f t h e e v a l u a t i o n
" T r a n s i t t r a v e l t i m e d a t a
" T r a n s i t r e l i a b i l i t y /
s c h e d u l e a d h e r e n c e
d a t a
" T r a n s i t s e r v i c e
c h a r a c t e r i s t i c s d a t a
" T r a v e l e r s u r v e y d a t a
" T r a v e l e r s u r v e y d a t a
" T r a n s i t r i d e r s h i p d a t a
" T r a v e l e r s u r v e y d a t a
" T r a n s i t s e r v i c e
c h a r a c t e r i s t i c s d a t a
" P a r k - a n d - R i d e l o t
u t i l i z a t i o n d a t a
" T r a f f i c v o l u m e a n d
v e h i c l e o c c u p a n c y d a t a
" T r a n s i t r i d e r s h i p d a t a
" T r a v e l e r s u r v e y d a t a
" T r a n s i t s e r v i c e
c h a r a c t e r i s t i c s d a t a
" P a r k - a n d - R i d e l o t
u t i l i z a t i o n d a t a
" T r a f f i c c o n g e s t i o n d a t a
( f r o m C o n g e s t i o n
A n a l y s i s )
" T r a f f i c v o l u m e a n d
v e h i c l e o c c u p a n c y d a t a
" T r a n s i t c o s t d a t a
" A l l o f t h e a b o v e d a t a
s o u r c e s
J a n u a r y 1 3 , 2 0 1 0
P a g e x i
1 1 1
The first hypothesis shown in Table ES-2 relates to the use ofCRD funds to attain reduced •
transit travel times and improved service reliability by buses in the 1-10 and 1-110 corridors.
Six measures of effectiveness (reduced end-to-end transit route trip times, reduced perceived
door-to-door passenger trip times, etc.) are presented in the adjacent column. They enumerate
the measures that the evaluation will use to assess the correctness of the hypothesis. The third
column lists the key data elements that will be needed to compute the measures of effectiveness.
In the case of the first hypothesis, these data elements include numeric transit travel time and
reliability data, which will provide objective measures of service improvements. Required data
also includes survey data that will help the evaluation determine whether transit users perceive
these service improvements.
This transit analysis example typifies the multi-layered approach that will be used in many of the
CRD evaluation analyses. In such a multi-layered approach, the later hypotheses focus on the
intended "bottom line" results, which for the CRD is primarily to reduce congestion. The earlier
hypotheses focus on the series of causes and effects that are intended to yield those bottom line
results. In this case those earlier causes and effects consist of improving transit performance in
order to increase ridership and transit mode share. Testing hypotheses at each ofthese layers
helps explain how and why the intended congestion reduction results were realized or not
realized.
Plans for collecting and analyzing data pertaining to the transit hypotheses and all other
evaluation hypotheses are detailed in a series of data test plan documents. Preliminary versions
of these data test plan documents are included within the body of this evaluation plan. Full,
finalized versions of the data test plans will be generated in coming months.
Responsibility for collecting the data required by the evaluation resides with the Los Angeles •County CRD partners. The Battelle evaluation team will provide guidance to the partners on
data collection. The evaluation team is also responsible for analyzing the data and reporting
results.
Next Steps
The next steps in the Los Angeles County CRD National Evaluation include developing the
detailed test plans and initiating data collection and analysis activities. The detailed test plans
will be developed based on this Los Angeles County CRD National Evaluation Plan. It is
anticipated that the draft test plans will be developed by January 2010. The results of the Los
Angeles County CRD national evaluation are expected in late-2012.
Los Angeles Urban Partnership Agreement January 13, 2010
Final National Evaluation Plan Page xii •
112
Value Pricing Pilot Program Express Travel Choices (Phase 1/) Proposal
•
• Appendix E: Copy o/Title 21
•
113
Value Pricing Pilot Program Express Travel Choices (Phase /I) Proposal
•
This page intentionally left blank •
•
114
" C A L T R A N S A P P R O V E D T I T L E 2 1
T R A N S A C T I O N R E C O R D T Y P E C O D E S
B A C K G R O U N D
I n 1 9 9 0 t h e C a l i f o r n i a S t a t e l e g i s l a t u r e d i r e c t e d t h e C a l i f o r n i a D e p a r t m e n t o f T r a n s p o r t a t i o n ( C a l t r a n s ) t o d e v e l o p
s p e c i f i c a t i o n s a n d s t a n d a r d s f o r a n A u t o m a t i c V e h i c l e I d e n t i f i c a t i o n s y s t e m s u c h t h a t a v e h i c l e o w n e r w o u l d n o t
h a v e t o i n s t a l l m o r e t h a n o n e d e v i c e t o u s e t o l l f a c i l i t i e s s t a t e w i d e .
C a l t r a n s d e v e l o p e d o p e n c o m p a t i b i l i t y s p e c i f i c a t i o n s f o r a t w o w a y c o m m u n i c a t i o n s p r o t o c o l f o r A u t o m a t i c V e h i c l e
I d e n t i f i c a t i o n i n c l u d i n g a n i n i t i a l s e t o f T r a n s a c t i o n R e c o r d T y p e c o d e s m a n d a t e d f o r s t a t e w i d e e l e c t r o n i c t o l l
c o l l e c t i o n u s e . T h i s s t a n d a r d w a s C h a p t e r e d i n t o t h e C a l i f o r n i a C o d e o f R e g u l a t i o n s i n 1 9 9 2 a s T i t l e 2 1 , C h a p t e r
1 6 , A r t i c l e s 1 t h r o u g h 4 , a n d i s c o m m o n l y r e f e r r e d t o a s " T i t l e 2 1 " .
T h e T i t l e 2 1 s t a n d a r d e n v i s i o n e d m o r e c o m p l e x T r a n s a c t i o n R e c o r d T y p e c o d e s b e i n g d e v e l o p e d f o r b o t h e l e c t r o n i c
t o l l c o l l e c t i o n a n d o t h e r n e w a p p l i c a t i o n s . T o m a i n t a i n t h e g r o w t h o f T i t 1 e 2 1 i t w a s s p e c i f i e d t h a t C a l t r a n s s h a l l
f u n c t i o n a s t h e s t a n d a r d s m o n i t o r i n g a u t h o r i t y t o a u t h o r i z e t h e u s e o f n e w r e c o r d t y p e s a n d t o a s s i g n r e c o r d t y p e
n u m b e r s t o n e w l y a u t h o r i z e d r e c o r d s .
I N T E N T
T h i s d o c u m e n t r e p r e s e n t s t h e c u r r e n t C a l t r a n s a p p r o v e d T r a n s a c t i o n R e c o r d T y p e c o d e s .
A P P R O V A L H I S T O R Y " F o l l o w i n g i s t h e A p p r o v a l H i s t o r y o f T i t l e 2 1 T r a n s a c t i o n R e c o r d T y p e c o d e s .
D A T E R E Q U E S T O R , A P , l > l { O Y E R ; . . . . . . . p E S ( : J l I f f I 9 1 . ' ! l � . ' . . { . . " " : " " ; ; ~ ) " . , , ; ' : , . L ' : ' ' " . . . . .
1 7 � 2 7 � 9 2 C a l t r a n s C a l i f o r n i a C o d e o f
R e g u l a t i o n s
R e a d e r a n d T r a n s p o n d e r c o m p a t i b i l i t y
s p e c i f i c a t i o n s w i t h a n i n i t i a l s e t o f T r a n s a c t i o n
R e c o r d T y p e c o d e s d e r m e d f o r e l e c t r o n i c t o l l
c o l l e c t i o n i n C a l i f o r n i a .
2 1 - 3 1 - 9 7 T e x a s I n s t r u m e n t s C a l t r a n s N u m e r o u s a d d i t i o n a l T r a n s a c t i o n R e c o r d T y p e
c o d e s a p p r o v e d i n v o l v i n g l a n e s p e c i f i c , d a t a .
t r a n s f e r a n d o t h e r m a n u f a c t u r e r s p e c i f i c
i n f o r m a t i o n . M e s s a g e T y p e s w e r e c r e a t e d t o
f u r t h e r d e r m e i n f o r m a t i o n e x c h a n g e .
C A L T R A N S T E C H N I C A L C O N T A C T
D a v i d C o r d o n e , P E
T r a f f i e O p e r a t i o n s
O f f i c e o f l T S P r o j e c t s a n d S t a n d a r d s
E m a i l : d a v i d _ c o r d o n e @ d o t . c a . g o v
T e l e p h o n e : ( 9 1 6 ) 6 5 3 - 4 6 7 0
" C a l i f o r n i a D e p a r t m e n l o f T r a n s p o r t a t i o n P a g e 1 o f 6
A p r i l S , 1 9 9 9
1 1 5
CalJrans Approved TItle 21 Transaction Record Type Coda •DEFINITION OF TECHNICAL TERMS
Alternative Polling:
Approved Codes:
Data Element:
Data Registration:
Half Duplex:
Message Types:
Poning:
Protocol:
Reader:
Reader Acknowledge Message:
Reader Polling Message:
Title 21 Standard:
Transaction Record Type:
Transponder:
Transponder Data Message:
A synchronized process where a Reader checks to see ifa transponder bas arrived
by alternatively using a Reader Polling Message with It different Transaction
Record type code.
Title 21 Transaction Record Type Codes that bave been approved by the
California Department ofTransportation.
A formalized representation of information. Elements are combined to form a
message to provide the information defined by the Trausaction Record Type
codes.
A process where the format ofall data elements is collected and compiled so that
different data assignments remain unique and fuoctional:hy is defined. It abo
provides the foundation for regional and iImlrregional interoperability.
Data can be transmitted in both directions. but not at 1I1e same 'time.
Message types in this document are used to further define the ftmction and
information excbanged between 1I1e reader and transponder during each stage of
the half duplex communication scheme. There are cwrently three type$ defined
for the Reader poning. Transponder Data and R.eader Acknowledge messages.
The "message ~.. are specific to this document and do not represent message
types (e.g. in Title 21. Type 1 is a pon message) ideQtified in the Title 21
standard. The "type" discrepancy will be clarified in a finure Title 21 standard
amendment.
A synchronized process where a Reader checks to see if a transponder has
arrived.
A set ofrules or conventions Jormulated to control the exchange of data between
two or more entities, , .
A system, typically in a fixed location. that triggersQr activates a transponder, . •polls the transponder for specific information, and provides !Ill acknowledge
message to the transponder after a valid response to the polling message bas been
received.
The third and final step in a half duplex communication scheme. Provided to
infarin specific transponders that they have been suceessfblly processed and can
be used to terminate the transaction, or continue processing. It is a speclfic
response to a Transaction Record Type.code transmitted during the Transponder
Data Message,
1'he first step in a half duplex coimnunication scheme. TeJls the transponder the
type of transaction the reader wishes to conduct by transmission of a Transaction
Record Type code.
California's compatibility specifications for a two way communications protocol
for automatic vehicle identification including an initial set oftransaction record
codes for use in electronic toll collection applications.
A unique code that specifies the type ofvalid transaction between a reader and a
transponder. This code is transmitted during the Reader Poning. Transponder
Data and Reader Acknowledge messages and uniquely defines the fUnction and
information exchanged between the reader and transponder.
A typically portable electronic device that contains information which can be
communicated to the reader. The transponders may have the capability to read
and write information.
The second step in a half duplex commun.ication scheme. Transponder provides
the reader a specific response to a Transaction Rerord 1)pe code transmitted
during the Reader Polling Message.
•California Department ofTransportatioJJ Page 2 of6
April 5. 1999
116
Caltrans Approva Title 21 Transaction Record Type Codes
• OVERVIEW OFPROTOCOL:
The California Department of Transportation is providing the following/or In/ormadonal purposes only, and
assumes no liabUities for errors and omissions ~ontained within. It is recommended that you contact your Title 21
system provider to confirm capabilities and ensure that no proprietary implementations or design improvements
compromise interoperability with other Title 21 systems.
The currently defined Title 21 protocol is a half duplex communication scheme where the transponder takes its cues
from the reader in the following order:
1. Reader Polling Message
2. Transponder Data Message
3. Reader Acknowledge Message.
Each of these three stages ofcommunication has three defined Message Types that further define the function and
information exchanged between the reader and transponder.
For complete technical details ofthe communication protocol refer to this d9CWDent and to:
• Barclays California Code of Regulations for the Title 21 standard for Reader and Transponder compatibility
specifications
• California's Definition for Title 21's Transponder ID Number Field for interoperability assignments within the
State.
An overview oftbis protocol consists of the following ordered bits:
I. READER POLLING MESSAGE:
•
• California Depat1mcnt ofTransportation Page3of6
April S, 1999
117
Caltrans Annrtl'lJPn Tille 21 Transaction Record Codes
TRANSPONDER DATA MESSAGE: •
"3 -12 Header Always "AAC"
16 Transaction Record Type Code , CurrentJy Always "OOOx" .
128 Block A Data S stem and User Defmed
128 Block B, Cor D Data stem and User Defmed
16 Error Detection Code (CRC 16) Dependent on Above
300 I Total~_____L-___ ~~____________________________J______________________~
•
California Department of Transportation Page
ADriI 5. 1999
•
118
Caltrans Approved Title 21 Transaction Record Type Codes
• 3. READER ACKNOWLEDGE MESSAGE:
•
TY~E gBITS J}ESCRlPTIQN '.1 , ..~,;j~~:'~ i HEX VA;]:U;E:
1 12 Header Always "AAC"
16 Transaction Record Type Code Always "COOO" -,32 Transponder ID Number (Must Match Defined in California and
Transmission) undefmed everywhere else
32 Reader ID Number Undefmed
16 Transaction Status Code
16 Error Detection Code
124 Total
. ~"
2 12 Header ! Always "AAC"
16 Transaction Record Type Code Currently Always "COOx"
16 I Agency Code Undefined
32 Transponder ID Number (Must Match I Defmed in California and
Transmission) undefmed everywhere else
Reserved Currently "00" Until Defmed ~-16.
32 Reader ID Number Undefined
16 Transactton Status Code (Activates Undefmed
microprocessor if present when >= 8000) -
16 Error Detection Code (CRC 16) Dependent on Above
156 Total
3 12 . Header Always "AAC"
16 Transaction Record Type Code Currently Always "COOX"
16 _Agency Code Undefmed
32 Transponder 10 Number (Must Match Defmed in California and
Transmission) undefmed everywhere else
]6 Reserved Currently "00" Until Defined
32 Reader 10 Number Undefmed
]6 Transaction Status Code (Activates Undefmed
microprocessor if present when >= 8000)
128 Data Undefmed
16 Error Detection Code (CRC16) I Dependent on Above
284 I Total ----~..-----
There are a number of undefmed data elements within the above messages which are summarized as follows
Reader PoUing Message:
• Transaction Record Type Code(s) -16 Bits
• Agency Code(s) -16 Bits
Transponder Data Message:
• Transaction Record Type Code(s) -16 Bits
• Transponder ID Number (Currently defmed only within California) -32 Bits
Reader Acknowledge Message:
• Transaction Record Type Code(s) 16 Bits
• Reader ID Number(s) 32 Bits
• Transaction Status Code(s} -16 Bits .
California Department ofTransponation Page 5 of6• Allril 5. 1999
119
Ca/trans Approved Title 21 Transaction Record Type Codes
APPROVED TRANSACTJONRECORD TYPE CODES •Since Title 21 is an open standard, the functionality of all Approved Transaction Record Type Codes is available for
manufacturerS to develop interoperable products. However, in some cases {e.g. code functionality affecting account
balance on transponders) additional institutional arrangements must be made to avoid potential liability. Please
contact Caltrans for further information on developing interoperable products, or to request approval for new
Transaction Record Type Codes.
The Caltrans approved Transaction Record Type codes are separated by half duplex communication stage and are
summarized as follows:
HALF DUPLE.xCGMM1JNI~!\TlONSTAGE
L Reader Polling Message· 25 Total
3. Reader Acknowledge Message· ]6 Total
TRANSACTiON RECOIID'E¥PEq,ll\~ (HEX>.·';·;1
8000,800],8002,8003,8004,80]0,80]1,8012,8013, I
8014,8020,8021,8022,8023,8024,8030,8031,8032, :
8033,8034,8800,880],8802,8803,8804
2. Transponder Data Message· 5 Tota,! 0001,0002,0003,0004,0007
COOO, COO I,C002, C003, COO4, C005, C006, C007, Coo8,
C009,CooA,CooB,CooC,CooD,CooE,CooF
• Please note that with the exception ofthe interoperable messages 8000, 0001 and COOO the Transaction Record
Type codes are specific Texas Instruments product implementations.
•
California Department ofTransportation Page 6 of6
AprilS, 1999 •
120
" V a l u e P r i c i n g P i l o t P r o g r a m E x p r e s s T r a v e l C h o i c e s ( P h a s e I I ) P r o p o s a l
" T h i s p a g e i n t e n t i o n a l l y l e f t b l a n k
"
1 2 1
"
A G E N D A I T E M 1 0
"
"
"
' : ~ > ,
. t . t . . . . . ' . ' ' , , ~ , . ~ ' " ' 1 ~ : , ~ < ~
; . ~ 1 �
, .
"
R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N C O M M I S S I O N
D A T E : S e p t e m b e r 2 6 , 2 0 1 1
T O : B u d g e t a n d I m p l e m e n t a t i o n C o m m i t t e e
F R O M : A n d r e a Z u r e i c k , S e n i o r S t a f f A n a l y s t
S h i r l e y M e d i n a , P r o g r a m m i n g a n d P l a n n i n g M a n a g e r
T H R O U G H : C a t h y B e c h t e l , P r o j e c t D e v e l o p m e n t D i r e c t o r
S U B J E C T : C o u n t y o f R i v e r s i d e F i s c a l Y e a r s 2 0 1 2 - 1 6 M e a s u r e A F i v e - Y e a r
C a p i t a l I m p r o v e m e n t P l a n f o r L o c a l S t r e e t s a n d R o a d s
"
S T A F F R E C O M M E N D A T l O N :
T h i s i t e m i s f o r t h e C o m m i t t e e t o :
1 ) A p p r o v e t h e c o u n t y o f R i v e r s i d e ' s F Y s 2 0 1 2 - 1 6 M e a s u r e A F i v e - Y e a r C a p i t a l
I m p r o v e m e n t P l a n ( C I P ) f o r L o c a l S t r e e t s a n d R o a d s a s s u b m i t t e d ; a n d
2 ) F o r w a r d t o t h e C o m m i s s i o n f o r f i n a l a c t i o n .
S A C K G R O U N D I N F O R M A T l O N :
M e a s u r e A i m p o s e s s e v e r a l r e q u i r e m e n t s o n l o c a l a g e n c i e s i n o r d e r t o r e c e i v e l o c a l
s t r e e t s a n d r o a d s f u n d s . F i r s t , t h e C o a c h e l l a V a l l e y , W e s t e r n C o u n t y c i t i e s , a n d
t h e c o u n t y m u s t b e p a r t i c i p a t i n g i n e i t h e r t h e C o a c h e l l a V a l l e y A s s o c i a t i o n o f
G o v e r n m e n t s ( C V A G ) o r W e s t e r n R i v e r s i d e C o u n c i l o f G o v e r n m e n t s ( W R C O G )
T r a n s p o r t a t i o n U n i f o r m M i t i g a t i o n F e e ( T U M F ) p r o g r a m . W e s t e r n C o u n t y a g e n c i e s
m u s t a l s o p a r t i c i p a t e i n t h e W e s t e r n R i v e r s i d e C o u n t y M u l t i p l e S p e c i e s H a b i t a t
C o n s e r v a t i o n P l a n m a n a g e d b y t h e W e s t e r n R i v e r s i d e C o u n t y R e g i o n a l
C o n s e r v a t i o n A u t h o r i t y ( R C A ) . T h e c i t i e s o f B e a u m o n t a n d L a Q u i n t a a r e n o t
T U M F p a r t i c i p a n t s , a n d s t a f f i s i n t h e p r o c e s s o f o b t a i n i n g c o n f i r m a t i o n f r o m
C V A G , W R C O G , a n d R C A r e g a r d i n g t h e c u r r e n t p a r t i c i p a t i o n i n t h e i r p r o g r a m s .
A d d i t i o n a l l y , a g e n c i e s a r e r e q u i r e d t o a n n u a l l y p r o v i d e t o t h e C o m m i s s i o n a C I P
d e t a i l i n g h o w t h o s e f u n d s a r e t o b e e x p e n d e d a n d a n a n n u a l c e r t i f i c a t i o n o f
m a i n t e n a n c e o f e f f o r t ( M O E ) a l o n g w i t h d o c u m e n t a t i o n s u p p o r t i n g t h e c a l c u l a t i o n .
O n F e b r u a r y 2 8 , 2 0 1 1 , s t a f f p r o v i d e d t h e l o c a l a g e n c i e s w i t h M e a s u r e A r e v e n u e
p r o j e c t i o n s f o r l o c a l s t r e e t s a n d r o a d s t o a s s i s t i n p r e p a r a t i o n o f t h e r e q u i r e d C I P .
T h e C o m m i s s i o n a p p r o v e d t h e C I P s f o r a l l o f t h e l o c a l a g e n c i e s e x c e p t t h e c o u n t y
o f R i v e r s i d e a n d t h e n e w l y i n c o r p o r a t e d c i t y o f J u r u p a V a l l e y a t i t s J u l y a n d
S e p t e m b e r m e e t i n g s . T h e r e q u i r e d C I P a n d s u p p o r t i n g d o c u m e n t a t i o n h a s n o w
b e e n r e c e i v e d f r o m t h e c o u n t y o f R i v e r s i d e a n d i s a t t a c h e d . T h e F Y 2 0 1 1 / 1 2
" A g e n d a I t e m 1 0
1 2 3
Measure A Local Streets and Roads disbursements to local agencies with
Commission-approved CIPs began in September 2011. •
Attachment: County of Riverside FYs 2012-16 Measure A Five-Year CIP
•
Agenda Item 10
•
124
" R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N C O M M I S S I O N
M E A S U R E " A " L O C A L F U N D S P R O G R A M P a g e 1
F i s c a l y e a r s 2 0 1 2 - 2 0 1 6
R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N D E P A R T M E N T 0 8 / 1 8 / 2 0 1 1
"
"
N a m e S u p v . D i s t ' F u n d F u n d M e a s u r e A F u n d s b y F i s c a l Y e a r
l i m i t s 1 S o u r c e S o u r c e A m o u n t x $ 1 0 0 0
l e n g t h ( l I l i ) E I J ( f t ) / P I J ( f t ) ! A m o u n t
D e s c r i p t i o n , x S 1 0 0 0 D = D e s i g n R = R i g h t o f I J a y A c q u i s i t i o n
( C o m m e n t s ) E = E n v i r o n m e n t a l C = C o n s t r u c t i o n
! T o t a l 1 1 / 1 2 I 1 2 / 1 3 I 1 3 / 1 4 I 1 4 / 1 5 I 1 5 / 1 6
0 4 t h S t 4 3 0 1 1 1 3 D 0 0 0 0 0 S R 1 1 1 H a n l l l O n d R d E 0 0 0 0 0 . 0 0 ( 1 I l i ) ( f t ) / ( f t ) R 0 0 0 0 0 C o n s t r a i s e d m e d i a n a t R R c r o s s i n g o t h e r C 1 1 3 0 0 0 0
3 0 1 M e a s u r e A / C o a c h e l l a V a l l e y
T o t a l 1 1 3
1 0 t h A v e 4 3 0 2 1 7 7 0 1 0 0 0 0 C . L _ B l y t h e C a n d 0 B l v d E 1 0 0 0 0 . 6 3 ( m i ) 1 3 ( f t ) / 1 3 ( f t ) R 0 0 0 0 0 R e c o n s t A C p a v e d r o a d o t h e r C 1 7 5 0 0 0 0
3 0 2 M e a s u r e A / P a l o V e r d e
T o t a l 1 7 7
2 1 s t A v e 5 T o t 1 2 D 0 0 1 0 0 I J C i r c l e B O r 0 . 0 2 m i E C i r c l e B O r 0 . 0 2 m ! E 0 0 1 0 0 . 0 4 ( m i ) 1 8 ( f t ) / 1 8 ( f t ) R 0 0 0 0 0 R e s u r f R M S p a v e d r o a d o t h e r C 0 0 1 0 0 ' 0
- � 3 0 1 M e a s u r e A / C o a c h e l l a V a l l e y
T o t a l 1 2
6 6 t h A v e 4 3 0 1 8 1 D 0 0 0 0 0 T y l e r S t E ' l y 0 . 2 5 m ! E 0 0 0 0 0 . 2 5 ( m i ) 2 4 ( f t ) / 2 4 ( f t ) R 0 0 0 0 0
C o n s t s i d e w a l ~ o n S ' l y s i d e o t h e r 1 4 7 C 8 1 0 0 0 0
3 0 1 M e a s u r e A / C o a c h e l l a V a l l e y
T o t a l 2 2 8
A l e s s a n d r o A v e 3 3 0 0 5 0 7 I T ] 0 0 0 0 S ' l y C y p r e s s 0 . 0 2 m i R a m o n a E x p y 0 0 0 0 . 7 9 ( m O 2 0 ( f t ) / 2 0 ( f t ) R 0 0 0 0 0 G r i n d a n d R e s u r f o t h e r C 4 7 0 0 0 0 0
- � 3 0 0 M e a s u r e A / I J e s t e r n
T o t a l 5 0 7
A p a c h e T r / 1 - 1 0 I n t e r c h a n g e 5 3 0 0 6 0 0 0 0 0 0 S e t I l i n o l e O r M a i n S t ! E 0 0 0 0 0 . 2 0 ( m i ) 4 0 ( f t ) / 4 0 ( f t ) R 3 0 0 0 0
C o n s t R o u n d a b o u t s a t 2 o f f / o n r a m p i n t e r s e c t i o n s o t h e r C 3
t o i m p r o v e c a p a c i t y o f i n t e r c h a n g e .
0 0 0 0
F u n d s s h o w n a r e f o r C o u n t y a c t i v i t y o n l y . - � 3 0 0 M e a s u r e A / I . I e s t e r n
T o t a l 6
B e d f o r d C a n y o n R d 2 3 0 0 5 6 7 D 0 0 0 0 0 E l C e r r i t o R d S ' l y E 0 0 0 0 0 . 1 0 ( m i ) 3 3 e f t ) ! 4 0 ( f t ) R 3 5 1 0 0 0 0
R e a l i g n r o a d a n d i n s t a l l t r a f f i c s i g n a l o t h e r C 2 1 6 0 0 0 0
P a r t o f C o r o n a ' S F o o t h i l l P k w y / E l C e r r i t o R d I p r o j e c t .
T o t a l I 3 0 0 M e a s u r e A / I J e s t e r n
5 6 7
1 2 5
RIVERSIDE COUNTY TRANSPORTATION COMMISSION
MEASURE "A" LOCAL FUNDS PROGRAM Page 2
Fiscal years 2012-2016
RIVERSIDE COUNTY TRANSPORTATION DEPARTMENT 08/18/2011 •
Name SUPV.Oistl Fund I Fund Measure A Funds by Fiscal Year
Lim; ts Source: Source Amount x $1000
length emi) EW {ft)/N (ft) I : Amount
Description i x $1000 o :: Design R =Right of Way Acquisition
(Coornents) i E = Environmental C =Construction
!Total 11/12 I 12/13 I 13/14 I 14/15 I 15/16
Bennett Rd 4[301 187 0 0 0 1 0 0
Dillon Rd S'ly 1.12 mi , E 0 0 1 0 0!1.12 (mi) 23 (ft)/ 23 (ft) i R 0 0 0 0 0
Resurf RMS paved road Iother C 0 0 185 0 0
i Total I
301 Measure A/Coachella Valley
187
ButterfieLd Stage Rd 3 300 110 D 46 0 0 0 0
Auld Rd . Murrieta Hot Sprgs Rd E 64 0 0 0 0
2.11 (mil (ft)/ 48 eft) R 0 0 0 0 0
Const AC paved road other 5401 C 0 0 0 0 0
Part of the Eastern Bypass Corridor
i 300 Measure A/Western , ITotal I 5511
Cactus Ave Interchange 1[3001 34 D 7 7 0 0 0
1·215 E 0 0 0 0 0
.55 (mi) 40 (tt)/ 76 (ft) R 0 0 0 0 0
Recon and widen overpass and ramps
70X in SOil1, 30X in So#5
other 49200 C 0 0 0 10 10
Moreno Valley is the lead agency ! 300 Measure A/Western
T;rtal 49234
Cal ico Ave 5 300 124 D 13 0 0 0 O.
Chaparral Rd Cottonwood Rd E 1 0 0 0 0
.21 (mi) 60 (ft)/ 60 (ft) R 0 0 0 0 0
Resurf AC paved road other C 110 0 0 0 0
300 Measure A/Western
Total 124
Camino Campanero 5 301 55 D 0 0 0 0 0
Ave Descanso Ave FLorencita E 0 0 0 0 0
.40 {mil 15 (ft)/ 15 (ft) R 0 0 0 0 0
Const sidewalk on S'ly side other 127 C 55 0 0 0 0
301 Measure A/Coachella Valley
Total 182
Chaparral Rd 5 300 215 D 22 0 0 0 0
Tamarack Rd Haugen Lehmann Wy E 1 0 0 0 0
.37 (mi) 60 (fU/ 60 (ft) R 0 0 0 0 0
Resurf AC paved road other C 192 0 0 0 0
300 Measure A/Western
Total 215
Chico Cir 5 301 18 D 0 0 1 0 0
Ci rcle B Dr NW'ly E 0 0 1 0 0
.03 (mi) 34 (ft)/ 34 (ft) R 0 0 0 0 0
Resurf RMS paved road other C 0 0 16 0 0
301 Measure A/Coachella Valley
Total 18
-
126
•
•
" R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N C O M M I S S I O N
M E A S U R E n A n L O C A L F U N D S P R O G R A M
F i s c a l y e a r s 2 0 1 2 - 2 0 1 6
R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N D E P A R T M E N T
"
"
F u n d M e a s u r e A F u n d s b y F i s c a l Y e a r
S o u r c e A l l l O U n t x 1 1 0 0 0
A m o u n t
x 1 1 0 0 0 D = D e s i g n R = R i g h t o f \ , j a y A c q u i s i t i o n
E " E o v i r o r 1 T l E ! n t a L C = C o n s t r u c t i o n
1 1 / 1 2 I 1 2 / 1 3 I 1 3 / 1 4 I 1 4 / 1 5 I 1 5 / 1 6
C o a c h e l l a V a l l e y A r e a 4 � 3 0 1 1 2 3 5 0 0 0 0 0 0
v a r i o u s r o a d s E 0 0 0 0 0
6 . 0 0 ( m i ) ( f t ) / ( f t ) R 0 0 0 0 0
R e s u r f a c i n g p r o g r a m i n t h e C o a c h e l l a V a l l e y o t h e r 1 0 0 C 2 7 5 3 0 0 2 2 0 2 2 0 2 2 0
3 0 1 M e a s u r e A / C o a c h e l l a V a l l e y
T o t a l ! 1 3 3 5
I C o n t r e r a s R d 3 3 0 0 I 3 2 7 0 0 0 1 0 0
J o h n s o n R d S . H . 3 7 1 E 0 0 1 0 0
. 4 9 ( m i ) 2 7 ( f t ) / 2 7 ( f O
I
R 0 0 0 0 0
R e s u r f R M S p a v e d r o a d o t h e r C 0 0 3 2 5 0 0
3 0 0 M e a s u r e A / \ , j e s t e r n
T o t l l l i 3 2 7
C o t t o n w o o d R d 5 3 0 0
I
2 6 0 0 0 2 6 0 0 0
T a m a r a c k R d V e r b e n i a A v e E 0 1 0 0 0
. 4 5 ( m i l 6 0 ( f t ) / 6 0 ( f t ) R 0 0 0 0 0
R e s u r f A C p a v e d r o a d o t h e r ; C 0 0 2 3 3 0 0
:
3 0 0 M e a s u r e A / W e s t e r n
T o t a l 2 6 0
!
C o u n t y w i d e S o l a r R a d a r S p e e d F e e d b a c k S i g n s 1 3 0 0 1 0 1 0 5 0 o m E 0 0 0 0 0
R 0 0 0 0 0
C 9 6 0 0 0 0
3 0 0 M e a s u r e A / \ , j e s t e r n
1 0 1
3 0 0 1 0 1 0 1 0 0 0
E 0 0 0 0 0
R 0 0 0 0 0
1 0 0 0 C 0 0 0 0 0
3 0 1 M e a s u r e A / C o a c h e l l a V a l l e y
1 0 3 0
5 7 2 D 3 8 0 0 0 0
E 2 0 0 V 0
R 0 0 0 0 0
1 6 6 C 5 3 2 0 0 0 0
3 0 1 M e a s u r e A / C o a c h e l l a V a l l e y
7 3 8
3 2 4 0 0 2 2 5 0 0 0 0
E 5 0 0 0 0
R 0 0 V 0 0
C 5 1 8 0 5 1 2 0 0 0 0
3 0 0 M e a s u r e A / \ , j e s t e r n
I 3 2 4 0
i
:
i
i
! ,
N a m e S U P V . D i s t \ F u n d :
l i m i t s S o u r c e
L e n g t h ( m i ) E \ , j ( f t ) / P \ , j ( f t )
D e s c r i p t i o n I
( C o o m e n t s )
I T o t a l
v a r i o u s l o c a t i o n s
. 0 0 ( m i ) ( f t ) / ( f t )
I n s t a l l S o l a r P o w e r e d R a d a r S p e e d F e e d b a c k S i g n s o t h e r
T o t a l
O a V a l l D r I n t e r c h a n g e 0 0 1 ' 1 0 4 3 ( i 1
3 0 t h A v e V a r n e r R d
1 . 0 2 ( m i ) ( f t ) / 1 1 0 ( f t )
C o n s t n e w i n t e r c h a n g e , c o n n e c t i n g r o a d s a n d o t h e r
b r i d g e s o v e r U P R R a n d l o n g C y o C r e e k c h a n n e l .
C a t h e d r a l C i t y i s l e a d a g e n c y .
T o t a l
O i l l o n R d 4 3 0 1
4 4 t h A v e N l y l a n d f i l l R d V . 2 8 m i
. 9 1 ( m i ) 3 7 ( f t ) / 3 7 ( f t )
R e s u r f A C p a v e d r o a d o t h e r
T o t a l
E l S o b r a n t e R d 1 3 0 " 0 1
C a j a l c o R d M c A l l i s t e r R d
>
5 . 0 0 ( m ! ) 2 6 ( f t ) / 2 6 ( f t )
R e c o n A C p a v e d r o a d o t h e r
T o t a l
P a g e 3
0 8 / 1 8 / 2 0 1 1
1 2 7
RIVERSIDE COUNTY TRANSPORTATION COMMISSION
MEASURE "A" LOCAL FUNDS PROGRAM Page 4
Fiscal years 2012-2016
RIVERSIDE COUNTY TRANSPORTATION DEPARTMENT 08/1812011 •
Name
Limits
length (mi)
Description
(Coments)
Ell (ft)/PII (ft)
Supv.Dist Fund
Source
Fund
Source
Amount
x S1000
Measure A Funds by Fiscal Year
Amount l! S1000
D = Design R = Right of lIay Acquisition
E =Environmental C =Construction
Total 11/12 I 12/13 I 13/14 I 14/15 , 15/16
ElSobrante Rd
Mc All ister St E'ly 1.00 mi
2.00 (mi) 24 (ft)/ 32 (ft)
lIiden shoulders and add roadway illumination
Plus segment from Mockingbird Cyn Rd to
Cajalco Rd
1 300
other
-Total
97
97
D 0 0
E 0 0
R 0 0
C 97 0
300 Measure A/lies tern
0
0
0
0
0
0
0
0
0
0
0
0
Eucalyptus St
Esperanza Ave
.17 (ml)
Grind and Resurf
Ida Ave
24 eft)/ 24 (ft)
5 300
other
37 0
E
R
C
6
1
0
30
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total 37
30G Measure A/Western
Fremontia Rd
Tamarack Rd
.37 (11'11)
Resurf AC paved road
Cottonwood Rd
60 (ft)/ 60 (ft)
5 300
other
216 0
E
R
C
0
0
0
0
22
1
0
0
0
0
0
193
0
0
0
0
0
0
0
0
Total 216
300 Measure A/IIestern
Frontage Rd
Rainbow Canyon Rd / N
.67 (mi)
Resurf RMS paved road
San Diego C.L.
36 eft)/ 36 eft)
3 300
other
113 0
E
R
C
0
0
0
0
0
0
0
0
1
1
0
111
0
0
0
0
0
0
0
0
Total 113
300 Measure A/IIestern
Gavilan Rd/lake Mathews Dr
S'ly Elderidge Dr stly 0.07 mi-E'ly side
.26 (ml) 30 (ft)/ 30 (ft)
Const Guard rai I
on Gavi Ian Rd and on lake Mathews from Capello
Dr to Malta PI on wily side.
1 300
other
Total
221
221
0 0 0 0
E 0 0 0
R 0 0 0
C 221 0 0
300 Measure A/Western
0
0
0
0
0
0
0
0
Hattie Ave
Elm St
.14 (mi)
Grind and Resurf
E'lyend
22 (ft)/ 22 (ft)
5 300
other
30 0
E
R
C
6
1
0
23
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total 30
300 Measure A/Western
Haugen-Lehmann Wy
Railroad Ave
.51 (mi)
Resurf AC paved road
Chaparral Rd
60 eft)/ 60 (ft)
5 i---=-=-
lother
295 0
E
R
C
0
0
0
0
29
1
0
0
0
0
0
265
0
0
0
0
0
0
0
0
Total 295
300 Measure A/Western
•
•
128
--
•
•
•
RIVERSIDE COUNTY TRANSPORTATION COMMISSION
MEASURE "A" LOCAL FUNDS PROGRAM Page 5
Fiscal years 2012-2016
RIVERSIDE COUNTY TRANSPORTATION DEPARTMENT 08118/2011
Name
limits
Length (mi)
Description
(COIlTIlImtS)
Johnson Rd 3!
Contreras Rd
.51 (mi)
Hi II St
22 (ft)/ 22 (ft)
:
t
! ;
Resurf RMS paved road
Jurupa Rd
Poinsetta PI Rutile St
.32 (mi) 61 (ft)/ 61 (ft)
Const sidewalk on N'ly side
i
I Krameria Ave
I Lois Ln Woodcrest Elem. School
.13 CIIli) 40 (ft)/ 40 (ft)
Const curb, gutter and sidewalk on south side
and install matchup sidewalk on north side.
Krameria Ave
Porter Ave Gamble Ave
.25 (mi) 14 (ft)/ 20 (ft)
Const curb, gutter, and sidewalk on north side
Project includes Design segment from Gardner Ave
to Porter Ave.
--.....
Leon Rd
Keller Rd Scott Rd
1.00 (mD 26 (ft)/ 26 (ft)
Adjust AC road profile
Fund I Fund Measure A Funds by Fiscal Year
sourcei Source
Amount x $1000
i Amount
x $1000 D = Design R = Right of Way Acquisition
E = Environmental C = Construction
I~ 11/12 I 12/13 I 13/14 I 14115 I 15/16
51-==179 0 0 18 0 0 0
E 0 01 0 0
R 0 0 00 0
other C 0 0 0160 0
300 Measure A/Western
Total
179
i-==:-19 D 6 0 0 0 0
E 1 0 0 0 0
R 0 00 0 0
other C 12 0 0 0 0
300 Measure A/Western
iTotal
19
300 0 0259 0 1 0 0
E 0 0 1 0
R 0
0
0 0 0
:other
0
C 0 0 257 0 0
300 Measure A/Yestern
Total
259
2 300 55 D 0 0 0 0 0
E 0 00 0 0
R 0 0 0 0 0
other 116 C 55 0 0 0 0
i
i 300 Measure A/Western
Total 171
i
1 300, 187 0 0 0
E
0
0 00 0
R 0 0 0
:other
0
C 187 0 0 0il 0
300 Measure A/Western
!T'Ot'ii"I 187
11300 60
other 195
0
E
R
C
1
0
0
59
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
300 Measure A/Yestern
ITotal
255
3 300 778 0 0 00 0 0
E 0 0 0 0 0
R 10 0 0 0 0
other 1360 C 768 0 0 0 0
300 Measure A/Yestern
t!OtT 2138
Haugen-lehmann Wy
Chaparral Rd
.31 (mi)
Resurf AC paved road
Helen Ave
Elm St
.07 (Ill; )
Grind and Resurf
SLpv.Dist
EW (ft)/PW (ft)
W'ly Chaparral 0.31 m;
60 (ft)/ 60 (ft)
5
E'ly end
22 (ft)/ 22 (ft)
129
RIVERSIDE COUNTY TRANSPORTATION COMMISSION
MEASURE "A" LOCAL FUNDS PROGRAM Page 6
Fiscal years 2012-2016
RIVERSIDE COUNTY TRANSPORTATION DEPARTMENT 08/18/2011 •
Name Supv.Disti Fund
Lim; ts Source
Length (mi) EW (ft)/PW (ft)
Description
(COOJnentS)
Fund Measure A Funds by Fiscal Year
Source Amount x $1000
Amount
x $1000 o =Design R = Right of Way Acquisition
E :; Enviror1!lental C = Construction
: I
'Total 1------11/12 I 12/13 I 13/14 I 14/15 I 15/16
i-COM~a7in~S~t-----------------------------------=5! 300 34 I~D~--~Or---~O~----O~----~o~--~O:-
Michigan Ave E 0 0 0 0 0
.00 (mi) 24 (ft)/ 24 (ft) ROO 0 0 0
Install Traffic Signal :other C 34 0 0 0 0
Mise funds=Colton USD + Grand Terrace. Funding
is 25% Col ton USD, 25% Grand Terrace, 50% County 300 Measure A/Western
i-M~a-r~k-e7t~S~t-r-ee~t~B-r~idg~e------------------------~2:~---6~75'----I-D~--~5~4~----hOr---~3~9~--~78~--~4~0~
Santa Ana RiVer E 186 124 154 0 0
.00 (mi) (ft)/ (ft) ROO 0 0 0
Replace bridge other 15129 COO 0 0 0
Seek federal bridge replacement funds
300 Measure A/Western
Total 15804
Mitchell Rd o 1376 o o o o
Bautista Rd Regal Blue Tr o o 1 o oE
1.43 (mi) 23 (ft)/ 23 (ft) o o o o oR
Resurf RMS paved road other C o o 374 o o
300 Measure A/Western
ITotal 376
~M~i'-t~cLhe~l~l-R~d~----------------------------~3~--~1~4~3----~Dr---~0~----0~--~1n---~Onr----~O
KirbyRd W'lyBohlenRdO.11mi E 0 0 0 0 01 •.57 (mi) 22 (ft)/ 22 (ft) ROO 0 0
Resurf RMS paved road other
COO 141 0 0
300 Measure A/Western
Total 143
Monterey Ave at 1-10 301 10
C.l. Palm Desert N'ly Varner Rd 0.1 mi 41.00 (mi) 76 (ft)/ 90 (ft)
Real ign/Add W.bound r~, Widen Varner Rd, and :other 2288
Install traffic signal at WB ramp.
D o o o o o
E o o o o o
R o o o o o
C 10 o o o o
! !
: Tota l 1---;2;;;29:;O;8~-1
-N~e-w-=Ch~1~'c-a-go~A~V-e----------------------------~3 300 205
Alto Dr Acacia Ave E 2 0 0 0 0
.13 (mi) 16 (ft)/ 26 (ft) ROO 0 0 0
Recon surface and widen road !other C 0 182 0 0 0
i 300 Measure A/Western
Total i 205
~N~ue~v~o~R~d'---------------------------------~5 ~: 5
Dunlap Dr Menifee Rd
2.01 (mi) 32 (ft)/ 56 (ft)
Widen road to 4 lanes
other 4072
o
E
R
C
o
o
o
o
o
o
o
o
5
o
o
o
o
o
o
o
o
o
o
o
300 Measure A/Western
Total i 40771-------------------------------_________ :____1_____.________________________________
•
301 Measure A/Coachella Valley
~O~--~2~1~----0~----~0~--~O~----~O
130
" ~ I V E ~ S I D E C O U N T Y T R A N S P O ~ T A T I O N C O M M I S S I O N
M E A S U R E " A " L O C A L F U N D S P R O G R A M P a g e 7
F i s c a l y e a r s 2 0 1 2 - 2 0 1 6
R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N D E P A R T M E N T 0 8 / 1 8 / 2 0 1 1
"
"
N a m e S u p v . D i s t I F u n d F u n d M e a s u r e A F u n d s b y F i s c a l Y e a r
L i m i t s S o u r c e S o u r c e A m o u n t x $ 1 0 0 0
l e n g t h ( m i ) E \ J ( f t ) / P l o l ( f t ) A m o u n t
O e s c r i p t i o n , x $ 1 0 0 0 o : : D e s i g n R = R i g h t o f \ J a y A c q u i s i t i o n
( C o m n e n t s ) E = E n v i r o n m e n t a l C : : C o n s t r u c t i o n
[ T o t a l 1 1 / 1 2 I 1 2 / 1 3 I 1 3 / 1 4 I 1 4 / 1 5 I 1 5 / 1 6
1 � N u e v o R d I n t e r c h a n g e 1 ; 3 0 0 4 4 D 0 0 6 5 1 0
1 - 2 1 5 E 0 0 4 4 1 5
. 0 0 ( m i ) ( f t ) / ( f t ) R 0 0 0 0 0
W i d e n O V e r c r o s s i n g a n d r ~ I o t h e r 1 1 4 0 C 0 0 0 0 0
P o r t i o n i n S O # 5 . I n t h e C i t y o f P e r r i s .
I 3 0 0 M e a s u r e A / I o l e s t e r n ' - - - I T o t a l 1 1 8 4
O l d S t a t e H w y
3 \ 3 0 0
4 9 7 0 3 5 0 0 0 0
G r e e n A v e S H 7 4 E 2 0 0 0 0
. 6 1 ( m i ) 2 5 ( f t ) / 2 5 e f t ) R 0 0 0 0 0
R e s u r f A C p a v e d r o a d ' o t h e r C 0 4 6 0 0 0 0
i
1 � 3 0 0 M e a s u r e A / W e s t e r n
! T o t a l 4 9 7
P a l a R d 3 3 0 0 2 2 0 0 0 0 1 0 0
T e m e c u l a C . l . S a n D i e g o C . l . E 0 0 1 0 0
1 . 5 5 ( m i ) 2 6 ( f t ) / 2 6 ( f t ) R 0 0 0 0 0
R e c o n A C p a v e d r o a d o t h e r C 0 0 2 1 8 0 0
3 0 0 M e a s u r e A / W e s t e r n
T o t a l 2 2 0
i
P a l o V e r d e A r e a 4 T o 2 6 3 5 D 0 0 0 0 0
v a r i o u s r o a d s E 0 0 0 0 0
. 0 0 ( m i ) ( f t ) / ( f t ) R 0 0 0 0 0
R e s u r f R M S p a v e d r o a d I o t h e r C 0 1 5 0 1 5 5 1 6 0 1 7 0
, 3 0 2 M e a s u r e A / P a l o V e r d e
' T o t a l 6 3 5 , ,
P e a c h S t 5 1 3 0 0 3 4 1 D 6 0 0 0 0
E s p e r a n z a A v e I d a A v e E 1 0 0 0 0
. 1 7 ( m i ) 2 2 ( f t ) / 2 2 ( f t ) i R 0 0 0 0 0
G r i n d a n d R e s u r f ' o t h e r C 2 7 0 0 0 0
i T O " ,
3 0 0 M e a s u r e A / W e s t e r n
3 4
P i g e o n P a s s R d 5 3 0 0 3 7 D 1 7 0 0 0 0
H i d d e n S p r i n g s D r C e n t e r S t E 2 0 0 0 0 0
4 . 8 0 ( m i ) 2 6 ( f t ) / 6 0 ( f t ) R 0 0 0 0 0
C o n s t r u c t p o r t i o n s a n d w i d e n t o 4 l a n e s o t h e r 3 6 2 5 C 0 0 0 0 0
T h e T r a n s p o r t a t i o n D e p t . i s s e e k i n g a d d i t i o n a l
f u n d s n e e d e d . 3 0 0 M e a s u r e A / w e s t e r n
1 - - � : T o t a l 3 6 6 2
P l a n a d a C t 1 T o O 1 4 D 0 0 0 0 0
V i s t a G r a n d e D r W ' l y 0 . 0 3 m i E 0 0 0 0 0
. 0 3 ( m i ) 3 1 ( f t ) / 3 1 ( f t ) R 0 0 0 0 0
R e s u r f A C p a v e d r o a d o t h e r C 1 4 0 0 0 0
T o t a l f
3 0 0 M e a s u r e A / W e s t e r n
1 4
1 3 1
RIVERSIDE COUNTY TRANSPORTATION COMMISSION
MEASURE "A" LOCAL FUNDS PROGRAM Page 8
Fiscal years 2012-2016
RIVERSIDE COUNTY TRANSPORTATION DEPARTMENT 0811812011 •
Name Supv.Dist Fund Fund Measure A Funds by Fiscal Year
Limits Source Source Amount )( $1000
Length (mi) EW (ft )/PW (tt) Amount
Description )( $1000 D Design R =Right of Way Acquisition
(Comments) E = Environmental C = Construction
Total I 11/12 I 12/13 I 13114 I 14/15 I 15/16
Plum St 5 300 : 37 D 6 0 0 0 0
Esperanza Ave Ida Ave : E 1 0 0 0 0
.17 (mi) 24 (ft)! 24 (ft) R 0 0 0 0 0
Grind and Resurf other I C 30 0 0 0 0
! 300 Measure A/Western !
Total i 37
pueblo Ct 1 300 14 D 0 0 0 0 0
Vista Grande Dr W'ly 0.03 lIIi E 0 0 0 0 0
.03 (mi) 31 (ft)/ 31 (ft) R 0 0 0 0 0
Resurf AC paved road other C 14 0 0 0 0
TOtal
300 Measure A/Western
14
Rainbow Canyon Rd 33OO[ 97 D 0 0 1 0 0
Frontage Rd / N San Diego C.L. E 0 0 1 0 0
.66 (mi) 31 (ft)/ 31 (ft)
iother I R 0 0 0 0 0
Resurf RMS paved road C 0 0 95 0 0
! 300 Measure A/Western
Total 97
Reche Vista Dr / Reche Canyon Rd 5 300 33 D 13 0 0 0 0
Heacock St San Bernardino Co.Line E 20 0 0 0 0
5.23 (mi) 26 (ft)/ 86 (tt) R 0 0 0 0 0
Realign 1.3 miles and widen to 4 lanes other 8481 C o· 0 0 0 0
Coordinate with RCTC/SANBAG bi-county CETAP
project.
iTOtal
300 Measure A/Western
8514
River Rd Bridge 2 3iiO 3 D 0 0 0 0 0
Santa Ana River E 0 0 0 0 0
.12 (mi) (ft)/ (ft) R 0 0 0 0 0
Bridge Replacement other 8 C 3 0 0 0 0
Half in the City of Eastvale.
300 Measure A/Western
Total 11
Riverside County Bridge Maintenance Program 3 300 250 D 250 0 0 0 0
various locations Countywide E 0 0 0 0 0
.00 (mi) (ft)/ (ft) R 0 0 0 0 0
Pursue federal bridge maintenance funds other C 0 0 0 0 0
300 Measure A/Western
Total 250
Rudell Rd 2 300 41 0 3 0 0 0 0
Ontario Ave W'ly 0.23 lIIi E 0 0 0 0 0
.23 (mi) 33 (ft)! 33 (ft) R 0 0 0 0 0
Grind and Resurf AC paved road other C 38 0 0 0 0
300 Measure A/Western
Total 41
•
•
132
" R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N C O M M I S S I O N
M E A S U R E " A " L O C A L F U N D S P R O G R A M P a g e 9
F i s c a l y e a r s 2 0 1 2 - 2 0 1 6
R I V E R S J D E C O U N T Y T R A N S P O R T A T I O N D E P A R T M E N T 0 8 / 1 8 / 2 0 1 1
"
"
N a m e
L i m i t s
L e n g t h ( m i )
D e s c r i p t i o n
( C o m m e n t s )
S ~ . D i s t F u n d ! F u n d
S o u r c e S o u r c e
E l l ( f t ) f P l . / ( f t ) A m o u n t
S R - 8 6 S a t A i r p o r t B l v d ( A v e 5 6 ) J c h g
W h i t e w a t e r R i v e r F i l l m o r e S t
. 0 0 ( m i l ( f t ) /
C o n s t i n t e r c h a n g e
C a l t r a n s i s t h e l e a d a g e n c y . N ' l y 1 / 2
C i t y o f C o a c h e l l a . A m o u n t s s h o w n a r e
S a g e b r u s h A v e
V e r b e n i a A v e
( f t )
i s i n t h e
f o r C o u n t y
1 I ' l y C o t t o n w o o d 0 . 0 2 m i
. 1 4 ( m i ) 3 0 ( f t ) / 3 0 ( f t )
R e s u r f A C p a v e d r o a d
S a n T i m o t e o C y n R d
W R a i l r o a d X - i n g 1 . 3 9 m i
2 . 3 0 ( m i )
R e s u r f A C p a v e d r o a d
S a n t a R o s a M i n e R d
S l y L k M a t h e w s O r . 1 m i
B e a u n o n t C . l .
2 4 ( f t ) / 2 4 ( f t )
. 1 2 ( m i l 2 2 ( f t ) / 2 2 e f t )
I n s t a l l G u a r d r a i l a t c u r v e
x $ 1 0 0 0
4 3 0 1 2 0
o t h e r 2 6 7 9 6
T o t a l 2 6 8 1 6
4 5
o t h e r
I T o t a I - - - : " 4 = - 5 - �
5 3 0 0 8 0 0
o t h e r
8 0 0
1 3 0 0 4 2
o t h e r
M e a s u r e A F u n d s b y F i s c a l Y e a r
A m o u n t x $ 1 0 0 0
D = D e s i g n R = R i g h t o f W a y A c q u i s i t i o n
E = E n v i r o n m e n t a l C = C o n s t r u c t i o n
D
E
R
C
o
o
o
1 0
o
o
o
1 0
o
o
o
o
o
o
o
o
3 0 1 M e a s u r e A / C o a c h e l l a V a - l l e y
D
E
R
C
6
1
o
3 8
o
o
o
o
o
o
o
o
3 0 0 M e a s u r e A / l l e s t e r n
D
E
R
C
o
o
o
o
4 0
o
o
o
2 0
1
o
7 3 9
3 0 0 M e a s u r e A / W e s t e r n
D
E
R
C
o
o
o
4 2
o
o
o
o
3 0 0 M e a s u r e A / W e s t e r n
o
o
o
o
o
o
o
o
o
o o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
T o t a l 4 2 I
f - S ; : : C : - ; h : - ; l - : e 7 i ~ s m a : : - : - : : n : - ; ; : R - : ; d ~ l ; - n - : t - : - e - : : - r c ~ h - a - n g - e - - ~ - - - - - - - - - = 2 3 0 0 - - : : : 9 - : : - 2 - - , - 0 ' - - = 3 : : " ' r - - - . , o : : : - r - - - - : : o , . - - - " : " o . - - - - - ; o ~ I
I H a m n e r A v e 1 - 1 5 E 4 1 2 0 0 0 0
. 5 0 { m i l 2 4 ( f t ) / 1 1 0 ( f t ) R O O 0 0 0
C a n s t r o a d , i n t e r c h a n g e a n d o v e r c r o s s i n g o t h e r 5 4 5 5 1 C O O 0 0 0
T a m a r a c k R d
W ' l y v e r b e n i a 0 . 5 7 m i
. 5 7 ( m i l
R e s u r t A C p a v e d r o a d
T r i m e r o C i r
C i r c l e B O r
. 0 8 ( m i )
R e s u r t R M S p a v e d r o a d
H a u g e n l e h m a m W y
4 8 ( f t ) / 4 8 ( f t )
S ' l y
3 0 ( t t ) / 3 0 ( f t )
T o t a l 5 4 6 4 3
5 3 0 0 2 6 4
o t h e r
T o t a l 2 6 4
3 4
o t h e r
T o t a l 3 4
3 0 0 M e a s u r e A / l l e s t e r n
o
o
o
o
E
R
C
o
o
o
o
2 6
1
o
o 2 3 7
3 0 0 M e a s u r e A / W e s t e r n
o
E
R
C
o
o
o
o
o
o
o
o
1
1
o
3 2
o
o
o
o
o
o
o
o
3 0 1 M e a s u r e A / C o a c h e l l a V a l l e y
o
o
o
o
o
o
o
o
1 3 3
RIVERSIDE COUNTY TRANSPORTATION COMMISSION
MEASURE "A" LOCAL FUNDS PROGRAM Page 10
FiscaL years 2012-2016
RIVERSIDE COUNTY TRANSPORTATION DEPARTMENT 08/18/2011 •
Name St.pV_Dist Fund Fund Measure A Funds by FiscaL Year
Limits Source Source Amount x S1000
Length (mi) Ell (ft )/PII (ft) Amount
Description x S1000 0 = Design R =Right of lIay Acquisition
(Comments) E = EnvirorvnentaL C =Construction
iITotaL 11/12 I 12/13 I 13/14 I 14/15 I 15/16
Van Buren BLvd 11 300 34 0 2 0 0 0 0
lIashington St 11000 Rd E 32 0 0 0 0
2.10 (mi) 62 (ft)/110 (ft) R 0 0 0 0 0
lIiden AC paved road to 6 Lanes :other 5980 C 0 0 0 0 0
!300 Measure A/llestern
'TotaL 6014
354 0 0 0 0 0 0
E 1 1 0 0 0
R 0 0 0 0 0
8348 C 347 5 0 0 0
300 Measure A/llestern
8702
570 0 0 0 75 0 0
E 0 0 15 0 0
R 0 0 0 0 0
C 0 0 0 480 0
300 Measure A/llestern
570
35 0 0 0 1 0 0
E 0 0 1 0 0
R 0 0 0 0 0
C 0 0 33 0 0
301 Measure A/CoacheLla ValLey
35
IJashington St 1 300i 1303 0 0 120 0 0 0
Tava Ln Hermosa Dr(City Limit) , E 0 3 0 0 0
1.60 (mi) 33 (ft)/ 33 (ft) R 0 0 0 0 0
Resurf AC paved road other : C 0 0 1180 0 0
This road received an interim overlay under
B6-0565_ 300 Measure A/llestern
TotaL 1303
lIatkins Dr 5 300 157 0 30 0 0 0 0
1-215 Riverside C.l. E 3 0 0 0 0
.17 (mi) 40 (ft)/ 40 (ft) R 0 0 0 0 0
Resurf AC paved road iother C 124 0 0 0 0
1300 Measure A/llestern
Total 157
1I0rsLey Rd 5 ~ 219 D 0 0 0 0 0
Dillon Rd Pierson Blvd E 0 0 1 0 0
2.63 (mi) 22 (ft)/ 22 ( ft) R 0 0 0 0 0
Resurf RMS paved road other C 0 0 218 0 0
301 Measure A/CoacheLLa VaLLey---TotaL 219
--
134
Van Buren Blvd Bridges
Santa Ana River
.10 (mi) (ft)/ (ft)
Replace existing bridges
in cooperation with the City of Riverside.
2 300
other
TotaL
--300
other
---TotaL
--301
other
TotaL
VineLand St
Edgar Canyon ChanneL
.01 (mi) 26 (ft)/ 26 (ft)
Construct box cuLvert
5
Vista Grande Dr
Circle B Dr NII'Ly & SE'ly
.08 (mi) 29 (ft)/ 29 (ft)
Resurf RMS paved road
5 •
•
--
--
• RIVERSIDE COUNTY TRANSPORTATION COMMISSION
MEASURE "A" LOCAL FUNDS PROGRAM Page 11
Fiscal years 2012-2016
RIVERSIDE COUNTY TRANSPORTATION DEPARTMENT 08/18/2011
•
Fund Measure A Funds by Fiscal Year
limits
Name SUpv.Dist Fund
Source Amount x $1000SourcE' ILength (mi) EW (ft)!pw (ft) Amount
Description II $1000 D Design R =Right of Way Acquisition
(COIlII1eOtS) E =Environmental C =Construction
I
11/12 I 12/13 I 13/14 I 14/15 I 15/16ITOtiil
0z* Future Projects 1 00 0
District 1 Only
300 D 0300
0 00 0
.00 (mi) (ft)/ (ft)
E 0
00R 0 0
other
0
1500 150
These funds wi II be used for pavement
rehabilitation projects in the years shown.
8115 C 00
300 Measure A/Western
Total 8415
z* Future Projects 2 0 0 0
District 2 Only
0 0300 810
0 0ID
E 0 0 0
.00 (mi) (ft)/ (ft) 00 0 0
other
l R 0
400 410
These funds wi Il be used for pavement
rehabilitation projects in the years shown.
0 04350 , C 0
300 Measure A/Western --,,Total 5160
0z* Future Projects 1 0 0300 i 4950 0D 0i 0District 3 Only E 0 0
.00 (m; ) eft)/ eft)
0 0I 00R 0 0 0I 1450 14508001250C 0other 7700l IThese funds wi II be used for var i ous pavement
rehabilitation projects in the years shown. r 300 Measure A/Western
Total 12650 !
0 0 0 0
District 4 Only
z* Future Projects 4 03800 03ti1
0 0
.00 (mi) eft)! (ft)
0 0E 0
0 0 0 0
other
R 0
950 950
These funds wi II be used for pavement
rehabilitation projects in the years shown.
15095016350 C 800
301 Measure A/Coachella Valley
Total 20150
I
0 0
District 5 Only
z* Future Projects 5 0 0D 03iil 4025
0 0
.00 (mi) eft)/ (ft)
0 0E 0
0 0
other
R 0 0 0
1475 1500
These funds wi II be used for various pavement
rehabilitation projects in the years shown.
1000 50C 03400
300 Measure A/Western
Total 7425
FUND SUMMARY
Fund Source
Source Nme
•
300 Measure A/Western
301 Measure A/Coachella Vatley
302 Measure A/Palo Verde
* Grand Totals *
Fiscal Year (Amt x $1000)
Fund Totals
11/12 12/13 13/14 14/15 15/16
4851 5143 6861 3777 3285 23917
1926 1270 935 1445 1470 7046
177 150 155 160 170 812
6954 6563 7951 5382 4925 31775
135
"
A G E N D A I T E M 1 1
"
"
"
R I V E R S I D E C O U N T Y T R A N S P O R T A T I O N C O M M I S S I O N
D A T E : S e p t e m b e r 2 6 , 2 0 1 1
T O : B u d g e t a n d I m p l e m e n t a t i o n C o m m i t t e e
F R O M : T h e r e s i a T r e v i n o , C h i e f F i n a n c i a l O f f i c e r
S h i r l e y M e d i n a , P r o g r a m m i n g a n d P l a n n i n g M a n a g e r
T H R O U G H : J o h n S t a n d i f o r d , D e p u t y E x e c u t i v e D i r e c t o r
S U B J E C T : 2 0 0 9 M e a s u r e A P r o g r a m M a i n t e n a n c e o f E f f o r t
S T A F F R E C O M M E N D A T I O N :
T h i s i t e m i s f o r t h e C o m m i t t e e t o :
1 ) A p p r o v e t h e 2 0 0 9 M e a s u r e A M a i n t e n a n c e o f E f f o r t ( M O E ) b a s e y e a r l e v e l
f o r t h e c i t y o f H e m e t ( H e m e t ) ;
2 ) A p p r o v e t h e r e t r o a c t i v e a p p l i c a t i o n o f H e m e t ' s 2 0 0 9 M O E t o F Y 2 0 0 9 / 1 0
a n d F Y 2 0 1 0 / 1 1 , w i t h t h e c o n d i t i o n t h a t t h e r e i s n o e x c e s s M O E c a r r y o v e r
a v a i l a b l e f r o m t h e 1 9 8 9 M e a s u r e A a f t e r F Y 2 0 0 8 / 0 9 ; " 3 ) M a k e a r e v i s e d f i n d i n g t h a t H e m e t d i d m e e t i t s M O E f o r F Y 2 0 0 9 / 1 0 ; a n d
4 } F o r w a r d t o t h e C o m m i s s i o n f o r f i n a l a c t i o n .
B A C K G R O U N D I N F O R M A T I O N :
M e a s u r e A i m p o s e s s e v e r a l r e q u i r e m e n t s o n l o c a l a g e n c i e s i n o r d e r t o r e c e i v e l o c a l
s t r e e t s a n d r o a d s f u n d s . T h e 2 0 0 9 M e a s u r e A o r d i n a n c e c o n t i n u e d t h e
r e q u i r e m e n t f o r l o c a l a g e n c i e s t o m a i n t a i n t h e c u r r e n t c o m m i t m e n t o f l o c a l
d i s c r e t i o n a r y e x p e n d i t u r e s t o w a r d t r a n s p o r t a t i o n c o n s t r u c t i o n a n d m a i n t e n a n c e
a c t i v i t i e s . T h i s r e q u i r e m e n t i s t o e n s u r e t h a t M e a s u r e A f u n d s s u p p l e m e n t c u r r e n t
e x p e n d i t u r e s , n o t s u p p l a n t . I n a c c o r d a n c e w i t h t h e 2 0 0 9 M e a s u r e A o r d i n a n c e , i f
l o c a l a g e n c i e s d o n o t m e e t t h e i r r e s p e c t i v e M O E . b a s e y e a r l e v e l i n a g i v e n y e a r ,
M e a s u r e A l o c a l s t r e e t s a n d r o a d s d i s b u r s e m e n t s w i l l b e w i t h h e l d t h e f o l l o w i n g
y e a r .
A t i t s J u l y 2 0 1 0 m e e t i n g , t h e C o m m i s s i o n a p p r o v e d t h e M O E g u i d e l i n e s d e v e l o p e d
b y s t a f f a n d t h e T e c h n i c a l A d v i s o r y C o m m i t t e e ( T A C ) . T h e M O E g u i d e l i n e s a l s o
i n d i c a t e d t h a t t h e i m p l e m e n t a t i o n o f t h e 2 0 0 9 M O E b a s e y e a r l e v e l s w o u l d b e
a p p l i c a b l e t o F Y 2 0 1 1 / 1 2 . F o r t h e f i r s t t w o y e a r s o f t h e 2 0 0 9 M e a s u r e A p r o g r a m
( i . e . , F Y 2 0 0 9 / 1 0 a n d F Y 2 0 1 0 / 1 1 ) , t h e C o m m i s s i o n a p p r o v e d t h e u s e o f t h e 1 9 8 9
M e a s u r e A M O E ( 1 9 8 9 M O E ) b a s e y e a r a m o u n t s , o r t h e P r o p o s i t i o n 4 2 M O E
a m o u n t f o r c i t i e s i n c o r p o r a t e d i n o r a f t e r 1 9 8 9 . T h e 1 9 8 9 M O E b a s e y e a r a m o u n t s
" w e r e b a s e d o n d i s c r e t i o n a r y e x p e n d i t u r e s f o r s t r e e t a n d r o a d c o n s t r u c t i o n a n d
A g e n d a I t e m 1 1
1 3 6
maintenance as identified in the FY 1987/88 Annual Street Report to the State
Controller (Street Report) or the three-year average of FYs 1985/86 through •
1987/88.
The 2009 Measure A MOE annual certification process is as follows:
• Local agencies complete the MOE report template to include discretionary
general fund expenditures for construction and maintenance activities for the
reporting year;
• General ledger documentation/forms must be submitted as an attachment to
the MOE report template;
• MOE reports will be submitted to the Commission's auditor;
• Staff will report to the TAC and Commission regarding the outcome of the
auditor's findings regarding agencies meeting the MOE base year levels; and
• Local agencies that do not meet the MOE base year may submit a request
for special consideration, which will be presented to the Commission.
The newly incorporated cities of Eastvale, Jurupa Valley, Menifee, and Wildomar
are eligible to receive Measure A local streets and roads funding upon notice of
participation in the Western Riverside County Multiple Species Habitat Conservation
Plan and participation in the Western Riverside County Transportation Uniform
Mitigation Fee program. These cities will be required to determine their respective •
MOE base year levels to meet the MOE certification requirement after the third year
of incorporation.
At its July 2011 and September 2011 meetings, the Commission approved 2009
MOE base years for all of the 22 eligible cities except Hemet.
2009 MOE Base Year Level Determination
Hemet submitted a 2009 MOE base year level of $18,924, which is significantly
lower than the 1989 MOE base year level of $1,183,605. The 1989 MOE, which
was based on the 1988 Street Report, appears to have been based primarily on
discretionary funding of maintenance and construction expenditures by non-general
fund sources. Several years later, as a result of State Controller changes to the
Street Report, which appeared to have narrowed the definition of discretionary
expenditures to the general fund, the actual discretionary expenditures were lower
than the base year level.
Through FY 1995/96 Hemet had accumulated a significant MOE carryover of
approximately $12.7 million using the State Controller's broader definition of
discretionary expenditures per the Street Report; this carryover continued to be
utilized in subsequent years to cover any current year deficiency of MOE
expenditures. In FY 2008/09 upon the expiration of the 1989 Measure A, the MOE
Agenda Item 11 •
137
" c a r r y o v e r h a d b e e n r e d u c e d t o $ 8 3 5 , 7 8 8 . F o l l o w i n g i s a n a n a l y s i s o f t h e
d i s c r e t i o n a r y e x p e n d i t u r e s c o m p a r e d t o t h e 1 9 8 9 M O E b a s e y e a r r e q u i r e m e n t :
F i s c a l D i s c r e t i o n a r y L e s s : 1 9 8 9 M O E D e f i c i e n c y o f c u r r e n t E x c e s s M O E
Y e a r E x p e n d i t u r e s p e r b a s e y e a r l e v e l y e a r e x p e n d i t u r e s a t e n d o f F Y
S t r e e t u n d e r M O E
1 9 9 6 $ 1 2 , 7 3 5 , 3 5 2
1 9 9 7 $ 6 7 1 , 5 4 7 $ 1 , 1 8 3 , 6 0 5 $ ( 5 1 2 , 0 5 8 ) 1 2 , 2 2 3 , 2 9 4
1 9 9 8 5 4 3 , 7 9 6 1 , 1 8 3 , 6 0 5 ( 6 3 9 , 8 0 9 ) 1 1 , 5 8 3 , 4 8 5
1 9 9 9 6 0 9 , 0 3 2 1 , 1 8 3 , 6 0 5 ( 5 7 4 , 5 7 3 ) 1 1 , 0 0 8 , 9 1 2
2 0 0 0 2 3 8 , 5 9 0 1 , 1 8 3 , 6 0 5 ( 9 4 5 , 0 1 5 ) 1 0 , 0 6 3 , 8 9 7
2 0 0 1 7 2 4 , 1 4 2 1 , 1 8 3 , 6 0 5 ( 4 5 9 , 4 6 3 ) 9 , 6 0 4 , 4 3 4
2 0 0 2 7 4 , 1 8 0 1 , 1 8 3 , 6 0 5 ( 1 , 1 0 9 , 4 2 5 ) 8 , 4 9 5 , 0 0 9
2 0 0 3 6 , 6 0 7 1 , 1 8 3 , 6 0 5 ( 1 , 1 7 6 , 9 9 8 ) 7 , 3 1 8 , 0 1 1
2 0 0 4 5 , 4 1 3 1 , 1 8 3 , 6 0 5 ( 1 , 1 7 8 , 1 9 2 ) 6 , 1 3 9 , 8 1 9
2 0 0 5 1 , 6 9 2 1 , 1 8 3 , 6 0 5 ( 1 , 1 8 1 , 9 1 3 ) 4 , 9 5 7 , 9 0 6
2 0 0 6 2 4 2 , 7 8 4 1 , 1 8 3 , 6 0 5 ( 9 4 0 , 8 2 1 ) 4 , 0 1 7 , 0 8 5
2 0 0 7 2 5 6 , 1 7 4 1 , 1 8 3 , 6 0 5 ( 9 2 7 , 4 3 1 ) 3 , 0 8 9 , 6 5 4
2 0 0 8 3 1 , 9 7 5 1 , 1 8 3 , 6 0 5 ( 1 , 1 5 1 , 6 3 0 ) 1 , 9 3 8 , 0 2 4
2 0 0 9 8 1 , 3 6 9 1 , 1 8 3 , 6 0 5 ( 1 , 1 0 2 , 2 3 6 ) 8 3 5 , 7 8 8
" T h e s e c h a n g e s b y t h e S t a t e C o n t r o l l e r a l s o a f f e c t e d t h e P r o p o s i t i o n 4 2 M O E o f
$ 1 , 8 2 2 , w h i c h w a s b a s e d o n t h e t h r e e - y e a r a v e r a g e o f d i s c r e t i o n a r y e x p e n d i t u r e s
f r o m F Y 1 9 9 6 / 9 7 t h r o u g h 1 9 9 8 / 9 9 . W h i l e d i s c u s s i n g t h e c o m p a r i s o n t h e 1 9 8 9
a n d p r o p o s e d 2 0 0 9 M O E b a s e y e a r l e v e l s , s t a f f n o t e d t h a t H e m e t ' s s t r e e t a n d r o a d
c o n s t r u c t i o n a n d m a i n t e n a n c e e x p e n d i t u r e s h a v e b e e n s u b s t a n t i a l l y f u n d e d b y
M e a s u r e A a n d f u e l t a x f u n d s . B a s e d o n s t a f f ' s r e v i e w o f H e m e t ' s p r o p o s e d 2 0 0 9
M O E b a s e y e a r l e v e l , i t a p p e a r s t h a t H e m e t ' s g e n e r a l f u n d h a s i n c u r r e d s m a l l
a m o u n t s o f d i s c r e t i o n a r y e x p e n d i t u r e s f o r s t r e e t s a n d r o a d s f o r m a n y y e a r s . T h e
p r o p o s e d 2 0 0 9 M O E o f $ 1 8 , 9 2 4 r e f l e c t s H e m e t ' s g e n e r a l f u n d d i s c r e t i o n a r y
e x p e n d i t u r e s f o r s t r e e t s a n d r o a d s c o n s t r u c t i o n a n d m a i n t e n a n c e i n F Y 2 0 0 9 / 1 0 .
F Y 2 0 1 0 a n d 2 0 1 1 M O E C o m p l i a n c e M a t t e r s
A s p r e v i o u s l y n o t e d , H e m e t ' s 1 9 8 9 M O E c a r r y o v e r a t J u n e 3 0 , 2 0 0 9 , w a s
$ 8 3 5 , 7 8 8 a n d t h e 1 9 8 9 M O E b a s e y e a r a m o u n t s w e r e t o b e u s e d d u r i n g t h e f i r s t
t w o y e a r s o f t h e 2 0 0 9 M e a s u r e A . S i n c e H e m e t ' s F Y 2 0 0 9 1 1 0 l o c a l d i s c r e t i o n a r y
e x p e n d i t u r e s w e r e $ 1 8 , 9 2 4 a n d t h e 1 9 8 9 M O E b a s e y e a r l e v e l w a s $ 1 , 1 8 3 , 6 0 5 ,
t h e a v a i l a b l e c a r r y o v e r w a s u t i l i z e d t o d e t e r m i n e c o m p l i a n c e w i t h t h e M O E
r e q u i r e m e n t . T h i s r e s u l t e d i n a d e f i c i t o f M O E e x p e n d i t u r e s o f $ 3 2 8 , 8 9 3 a n d a
f i n d i n g , a s r e p o r t e d a t t h e J u l y C o m m i s s i o n m e e t i n g t h a t H e m e t d i d n o t m e e t i t s
M O E r e q u i r e m e n t . A r e s p o n s e f r o m H e m e t r e g a r d i n g s u c h n o n c o m p l i a n c e w a s
" r e q u e s t e d p r i o r t o t a k i n g a n y a c t i o n . C o n s i d e r i n g t h e 1 9 8 9 M O E b a s e y e a r l e v e l ,
A g e n d a I t e m 1 1
1 3 8
the FY 2009/10 MOE deficiency, and Hemet's level of discretionary expenditures, •
Hemet anticipates that the FY 2010/11 MOE requirement also will not be met.
Hemet and staff reviewed these compliance matters in connection with the
determination of the 2009 MOE base year level. Considering that, for at least the
last 14 years, Hemet's general fund has not had the level of discretionary
expenditures as originally determined in 1988 due to changes in the Street Report,
staff recommends the retroactive application of the proposed 2009 MOE to
FY 2009/10 and FY 2010/11. However, since any 1989 MOE carryover remaining
at the end of FY 2008/09 was available for use with the 1989 MOE base year level
for FY 200911 0 and FY 2010/11, staff recommends that the 1989 MOE carryover
is not available to Hemet after FY 2008/09. As a result of this recommendation,
Hemet will 1) have met the FY 2009/1 0 MOE requirement with no carryover MOE
available for FY 2010/11; and 2) be required to have incurred at least $18,924 in
general fund discretionary expenditures in FY 2010/11.
The attached listing identifies Hemet's 2009 MOE base year calculation that is
recommended for approval in addition to those that were previously approved.
Attachment: 2009 Measure A MOE Base Year Recommendations
•
Agenda Item 11 •
139
" A T T A C H M E N T 1
2 0 0 9 M E A S U R E A M O E B A S E Y E A R L E V E L S
2 0 0 9 M O E B a s e Y e a r s R e c o m m e n d e d f o r A p p r o v a l a t t h e O c t o b e r 2 0 1 1 C o m m i s s i o n M e e t i n g
A g e n c y 1 9 8 9 M O E
P r o p o s e d
2 0 0 9 M O E
R C T C
A d j u s t m e n t s
R e c o m m e n d e d
2 0 0 9 M O E
H e m e t 1 , 1 8 3 , 6 0 5 1 8 , 9 2 4 1 8 , 9 2 4
2 0 0 9 M O E B a s e Y e a r s - A p p r o v e d a t t h e S e p t e m b e r 2 0 1 1 C o m m i s s i o n M e e t i n g
A p p r o v e d
A g e n c y 1 9 8 9 M O E 2 0 0 9 M O E
C a l i m e s a 7 , 2 9 4 2 , 4 0 1
C a t h e d r a l C i t y 6 2 5 , 2 3 0 3 9 1 , 6 8 8
C o a c h e l l a 6 9 , 6 6 3 9 2 , 2 0 5
P a l m D e s e r t 9 0 4 , 7 9 8 2 , 3 9 8 , 1 4 6
P a l m S p r i n g s 1 , 8 9 2 , 5 8 4 1 , 4 9 8 , 7 3 2
R a n c h o M i r a g e 1 , 1 9 1 , 0 3 6 6 7 4 , 8 1 1
S a n J a c i n t o 1 4 3 , 3 4 7 1 5 6 , 3 9 1
2 0 0 9 M O E B a s e Y e a r s � A p p r o v e d a t t h e l u l y 2 0 1 1 C o m m i s s i o n M e e t i n g
A g e n c y
B a n n i n g
B l y t h e
C a n y o n l a k e
C o r o n a
"
D e s e r t H o t S p r i n g s
I n d i a n W e l l s
I n d i o
l a k e E l s i n o r e
M o r e n o V a l l e y
M u r r i e t a
N o r c o
P e r r i s
R i v e r s i d e
T e m e c u l a
1 9 8 9 M O E
1 6 4 , 3 2 5
4 7 5 , 6 7 7
6 , 0 6 3
1 , 7 8 4 , 3 9 9
5 7 , 5 8 6
5 5 , 9 6 2
4 6 5 , 7 6 3
5 0 3 , 3 3 9
9 4 3 , 1 4 3
5 2 , 6 2 5
1 , 2 5 9
3 9 9 , 9 4 5
1 2 , 4 4 9 , 2 0 3
2 , 7 8 5 , 0 3 4
A p p r o v e d
2 0 0 9 M O E
3 1 6 , 1 8 1
5 2 0 , 1 9 2
2 8 , 8 7 3
2 , 2 0 1 , 2 0 0
7 5 , 1 4 7
9 6 3 , 6 4 0
2 , 0 4 8 , 5 6 4
9 6 0 , 7 7 1
1 , 4 5 9 , 1 5 3
5 9 5 , 7 0 2
2 2 , 5 3 6
1 , 2 1 8 , 4 7 0
1 2 , 4 4 9 , 2 0 3
1 , 4 3 1 , 7 9 9
N e w C i t i e s B a s e Y e a r L e v e l R e q u i r e d A f t e r T h i r d Y e a r o f I n c o r p o r a t i o n
A g e n c y 1 9 8 9 M O E
A p p r o v e d
2 0 0 9 M O E
E a s t v a l e N / A N / A
J u r u p a V a l l e y N / A N / A
M e n i f e e N / A N / A
W i l d o m a r N / A N / A
M O E B a s e Y e a r L e v e l s N o t R e q u i r e d
A g e n c y 1 9 8 9 M O E
A p p r o v e d
2 0 0 9 M O E C o m m e n t s
B e a u m o n t 7 0 , 7 0 2 N / A C i t y d o e s n o t q u a l i f y f o r M e a s u r e A L S R f u n d s
L a Q u i n t a N / A N / A C i t y d o e s n o t q u a l i f y f o r M e a s u r e A L S R f u n d s
R i v e r s i d e C o u n t y - - N o D i s c r e t i o n a r y G F e x p e n d i t u r e s
"
1 4 0