![]() The transponder is the equipment that reads the technology to charge your account.ĭinges got a sticker transponder from Orange County that charges your account no matter how many people are in the vehicle.ĭinges was not aware of that and said the information was not in his welcome packet that came with the sticker. “There carpool signs that say two or more are free, so I’m assuming that I’m complying with the carpool lane and I shouldn’t be charged,” he said.Ĭharges depend on what type of FasTrak transponder you have. It is a different story when he’s with his kids. When he is alone on the I-15, Dinges said he expects to be charged. He has a Fastrak sticker affixed to his windshield-a sticker he got from the Transportation Corridor Agencies, also known as The Toll Roads of Orange County. “I drive up the 15 to the 79 and Temecula where I pick my kids up,” said Dinges, who lives in San Diego County. Turns out he was wrong-and finding the correct answer for him involved multiple agencies. 1812, Transportation and Public Policy 2002.SAN DIEGO (KGTV) - Brian Dinges thought the rides with his kids on Interstate 15 in the Express Lanes through San Diego were free. This paper appears in Transportation Research Record No.Find a library where document is available.'S+INTERSTATE+15+CONGESTION+PRICING+PROJECT%3a+TRAFFIC-RELATED+ISSUES&author=J.+Supernak&author=J.+Golob&author=T.+Golob&author=C.+Kaschade&author=C.+Kazimi&author=E.+Schreffler&author=D.+Steffey&publication_year=2002 Also discussed are the air quality, delay, and park-and-ride impacts of the project. SOV violation rates in the I-15 express lanes remained substantially below the preproject level. The project was also able to slightly alleviate congestion on the I-15 main lanes. The project's primary benefit was the reliability of on-time arrival for users. Free-flow conditions were maintained at virtually all times. Neither ExpressPass nor FasTrak negatively affected carpool volumes on the express lanes FasTrak was able to redistribute volumes from the middle of the peak to the peak shoulders. Both ExpressPass and FasTrak were feasible solutions for generating sufficient revenue to fund the new express bus service, called Inland Breeze. ![]() There was substantially better utilization of the express lanes. At the end of 1999, the I-15 pricing project was meeting its primary objectives. The primary project goals were (a) to maximize use of the existing I-15 express lanes, (b) to test whether allowing solo drivers to use the express lanes' excess capacity could help relieve congestion on the I-15 main lanes, (c) to fund new transit and HOV improvements in the I-15 corridor, and (d) to use a market-based approach to set tolls. San Diego State University conducted an independent, multielement evaluation of the I-15 pricing project to assess its impacts for both the ExpressPass and FasTrak phases of this demonstration. The project was a 3-year demonstration that allowed single-occupant vehicles (SOVs) to use the existing I-15 high-occupancy-vehicle (HOV) lanes, known as the I-15 express lanes, for a fee. Traffic-related findings from the evaluation of the Interstate 15 (I-15) congestion pricing project are summarized. SAN DIEGO'S INTERSTATE 15 CONGESTION PRICING PROJECT: TRAFFIC-RELATED ISSUES ![]()
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