Transit Response to Congestion Pricing Opportunities: Policy and Practice in the U.S.

Hardy, Matthew

doi:10.5038/2375-0901.12.3.4

Cited by 6 publications

(5 citation statements)

References 9 publications

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“…The most extensive treatment considers only a quarter of current facilities (Turnbull 2008). Given concerns that transit agencies are not optimizing the opportunity afforded by such congestion pricing (Hardy 2009), there is a need to comprehensively examine and assess the integration of transit with HOT lanes in the United States. This research is a response to that need.…”

Section: Discussionmentioning

confidence: 99%

Untitled

2014

JPT

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Pilot Chicago Bus Rapid Transit (BRT) routes proposed in 2008 were impractical to build, did not meet Institute for Transportation and Development Policy defined "gold standard" BRT, and were selected without considering the Livability Principles guiding investment by the U.S. government. Streets incompatible with BRT and not meeting basic constructability standards were eliminated. The remaining contiguous street sections were scored on the weighted performance of 14 quantitative proxies for the Livability Principles. Transit connectivity considerations further refined the pool to produce potential BRT routes. For discussion purposes, these routes were organized into a hypothetical BRT network to complement the existing rapid transit system; potential 2010 travel demand impacts were modeled. This study identified 10 potential BRT routes for further consideration. The integration of the Livability Principles into the study was promising but had limited impact because of the greater than anticipated influence of right-of-way width requirements.

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Section: Discussionmentioning

confidence: 99%

Untitled

2014

JPT

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“…The model predicted that very few bus riders would shift to driving alone in the HOT lane (6). However as late as 2009, Hardy reported that there was still an overall lack of formal evaluation in this area (7).…”

Section: Literature Reviewmentioning

confidence: 99%

Impacts to Transit from Seattle, Washington, Urban Partnership Agreement Program

Pessaro

Songchitruksa

2014

Transportation Research Record: Journal of the Transportation R

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This paper describes the impacts on transit that were observed in the evaluation of the Urban Partnership Agreement in Seattle, Washington. In December 2011, variable tolls were instituted on the SR-520 bridge in Seattle. Transit service frequency was enhanced approximately 11 months before tolling. The Seattle findings compared favorably with other congestion pricing projects across the United States and the world. Ridership across the SR-520 bridge increased 10% after the new service was added. It increased another 14% after tolling. The larger increase that came after tolls was similar to that observed in Stockholm, Sweden, and Minneapolis, Minnesota. Speeds across the bridge increased by 14 to 18 mph. That increase was higher than the increase observed in London but lower than the increase observed in Miami, Florida, and in Minneapolis. In the pretoll survey of SR-520 bus riders, 19% said they were influenced to take transit by the enhanced transit service. An even greater percentage, 55%, said the tolls influenced them to take transit. In Atlanta, Georgia, Miami, and Minneapolis, the percentage of riders influenced by the tolls was 45%, 53%, and 23%, respectively. In the posttoll survey, 57% of riders said the tolls on SR-520 had improved their personal travel. Altogether, these findings reconfirm that congestion pricing can create a tangible incentive to take transit.

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“…The model predicted that very few bus riders would shift to driving alone in the HOT lane (3). However, as late as 2009, Matthew Hardy reported in the Journal of Public Transportation that there was still an overall lack of formal evaluation in this area (4).…”

Section: Literature Reviewmentioning

confidence: 99%

Impacts to Transit from Variably Priced Toll Lanes

Pessaro

Turnbull

Zimmerman

2013

Transportation Research Record: Journal of the Transportation R

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This paper describes the impacts on transit performance from three separate conversions of high-occupancy vehicle lanes into variably priced high-occupancy toll (HOT) lanes in Miami, Florida; Minneapolis, Minnesota; and Atlanta, Georgia. The data showed that the conversions had no negative impact on bus performance. In all three cities, the buses experienced travel time savings after the conversion: 17 min in Miami, 4.5 min in Minneapolis, and 5 min in Atlanta. Similarly, the HOT conversions did not negatively affect bus ridership. Ridership increased over the baseline by 57% in Miami and 13% in Minneapolis. In Atlanta, ridership increased by 11%, and this increase began before the conversion. Bus riders’ overall perception of the HOT lanes has been positive. In surveys, the bus riders from Miami and Minneapolis gave high ratings for travel times and reliability in the HOT lane corridors. Riders in Atlanta rated the bus service as very good but were not as positive about the tolls. Riders disagreed that the HOT conversion had improved their travel or been good for the Atlanta region. These negative responses may be attributable in part to widespread disgruntlement with the HOT concept that existed even before implementation.

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Transit Response to Congestion Pricing Opportunities: Policy and Practice in the U.S.

Abstract: Abstract

Cited by 6 publications

References 9 publications

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Impacts to Transit from Seattle, Washington, Urban Partnership Agreement Program

Impacts to Transit from Variably Priced Toll Lanes

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