Conversion of high-occupancy vehicle (HOV) lanes to high-occupancy toll (HOT) lanes has become a relatively common managed lanes technique now employed in cities across the U.S. HOT lanes are created by developing a pricing system for existing HOV lanes that allow single occupancy vehicles to gain access to HOV lanes by paying a fee. Conversion of existing general purpose lanes to toll lanes or HOT lane operations, however, has not yet won public support as the perception persists that these "free" lanes have already been paid for and such conversions are a take-away. Focus groups were held in Minnesota to understand what policies, conditions, designs and operational characteristics could be considered that may satisfy concerns about general purpose lane adaptations to optional toll lanes or Flexible and Efficient Express (FEE) Lanes. FEE Lanes envision all users, except transit, paying a toll during peak-periods, with the lane reverting back to "free" operation outside of the peaks. Three configurations of FEE lanes were presented and a toll credit system was offered as a means to compensate users who may view the conversion as a take-away. Participants liked what they have already seen work, which is one priced lane on I-394 MnPASS, but were also concerned about user safety and equity. The credit system, which attempts to address user equity, was a source of confusion for many focus group participants. Although some participants seemed to like the idea of getting the credits to use FEE lanes, there were numerous concerns about logistics of credit management and distribution. These findings highlight the need for increased education and marketing about road pricing options which can assist in building support for a variety of pricing options, such as FEE lanes.
The most expensive part of many transportation projects, especially roadway expansions, is acquiring the Right-of- Way (ROW). One approach that the Minnesota Department of Transportation (Mn/DOT) has used to decrease these costs is through a practice known as advanced acquisition. This study documents Mn/DOT's current advanced acquisition practices and investigates the appreciation rates of parcels adjacent to transportation corridors. Current practices were documented by surveying the eight Mn/DOT district offices and city officials. These surveys identified current problems with advanced acquisition practices, such as excess land acquisition, lack of guidelines on preservation tools, and the increased need for communication between cities, counties, and Mn/DOT. The corridor case studies showed that the effect of being adjacent to a transportation corridor is heterogeneous across the three corridors studied. A binomial logit model was developed and the only significant variable was the subdivided. This indicates that a parcel that has subdivided is strongly correlated with an appreciation rate above 25% per year. From these findings we developed two recommendations. First, we recommend Mn/DOT develop a set of guidelines for Mn/DOT district managers regarding how and when to use certain ROW preservation tools. Second, we recommend Mn/DOT develop a monitoring program for transportation corridors in the Twin Cities that can identify properties on the verge of subdivision or a land use change.
