1. I-77 High-Occupancy Toll Lanes
Presentation to:
Regional Roads Committee
August 27, 2010

2. Managed priced lanes giving preference to HOVs.
What are HOT Lanes?
I-394 Minneapolis
Managed priced lanes giving preference to HOVs.
Highest HOVs are typically free.
Offers unimpeded travel and reliability benefits during peak periods
SR 91, Orange County

3. Why HOT Lanes Are Important
Encourage carpools, vanpools and express bus ridership
Charge tolls for travel time savings and reliability
Use tolls for revenues to reduce outlays for construction and operating costs

4. Where HOT Lanes Are Located/Being Planned
HOV lanes
HOT lanes
Proposed 6

5. HOT Lane Tolling Applications
Cashless operation
Roadside or overhead radio frequency devices, interoperable throughout the East Coast
Toll through transponder or license plate

6. HOT Lane Tolling Applications
On-board vehicle identification units in passing vehicles
Vehicle ID is combined with other real-time transaction data (current toll rate) and processed against toll account

7. Existing I-77 HOV Lanes
North Carolina’s only HOV facility
Opened in December 2004
Restricted to 2+ occupant vehicles
Key Points:
Operates safely
Used by vehicles/peak hour
Carries 1500 transit riders daily on 74 bus trips

8. I-77 Feasibility Study
Study limits were I-85 to Griffith Street (Exit 30—Davidson)
Conducted Feb 2009 to Feb 2010
Feasibility for Converting HOV to HOT and Extending Lane

9. I-77 North Study Conclusions
HOT Extension
HOT Conversion
HOT Conversion N
Convert existing HOV lanes to HOT and extend to Catawba
Northbound HOT lane ends ½-mile south of Catawba
Outside GP lane drops at Catawba
Southbound HOT lane begins between Catawba & Griffith interchanges 9

10. I-77 North Study Conclusions
HOT lanes project length:
18 miles southbound
14 miles northbound
No construction along either causeway
Provides travel benefits and improves traffic flow until future I-77 widening

11. I-77 North Study Conclusions
Better use of existing HOV lanes
More choices for commuters
Longer preferential lanes for CATS buses & vanpools/carpools (1500 daily transit riders now)
Funds dedicated to enforcement - current HOV violators become customers
Acclimates motorists to tolls as traffic management tool and takes advantage of NCDOT toll technology

12. I-77 North Study Conclusions
Operational/Management Rules
24/7 operation (same as current)
2+ and buses free, single occupant pay toll
2-axle trucks & motorcycles pay toll
Assumes same turnpike administrative services for HOT lane revenue collection

13. I-77 North Study Conclusions
Typical section
12-ft lanes, 10-ft inside shoulder
Designated buffer (4 ft), no physical barriers or pylons
Access restricted to designated breaks in double stripe every 2-3 miles (similar to current restriction)
Buffer crossing remains a violation
12 ft
(2 ft gravel)
HOT lane
4 ft
Buffer
12 ft General Purpose Lanes
12 ft, 15 ft w/ GR
Paved Shoulder
6:1 C L
varies
10 ft paved
Enforcement
Shoulder

14. Toll Zone Example
12’ 4’
10’

15. Project Costs
Construction Costs (2009$)
HOT Conversion $ 5M
HOT Extension to NC mi $25M
NC-73 to Catawba mi $20M
Total mi $50M
Annual O&M Costs (beginning in 2013)
Fixed Toll O&M $1.2M
Variable Tolling O&M $0.8M
Toll Road Operating Costs $2.0M

16. Financial Feasibility Analysis
Gross Annual Toll Revenues
$4.2 million in 2013
$8.9 million in 2030
Annual Operating & Maintenance Costs
$2.0 million in 2013
$3.5 million in 2030
Net Yearly Project Revenues
$2.2 million in 2013
$5.4 million in 2030

17. Potential Funding
Toll Revenue Bonds (over 30 years) $22M
CMAQ Funds (MUMPO) $ 5M
TIGER II Funds (Federal Stimulus) $30M
Subtotal $57M
Other Funding Possibilities
TIFIA Financing of Toll Bonds $ 9M
CMAQ Funds (Statewide) $10M

18. Institutional Issues/Actions
State legislative authority exists for NCDOT to toll interstates subject to Federal approval; revenues must be spent on interstate where collected
NCDOT is applying for FHWA approval for single-occupant vehicles to use I-77 HOV lanes & HOT lane extension to Cornelius
Synergies to implement in conjunction with Monroe Connector/Bypass

19. Expressions of Support
Lake Norman Chamber of Commerce
Lake Norman Regional Economic Development Corporation
Lake Norman Transportation Commission
Lake Norman Rural Planning Organization
Town of Huntersville
Town of Cornelius
Mecklenburg-Union Metropolitan Planning Organization

20. For More Information: Barry Moose, PE
N.C. Department of Transportation (704) Lynn Purnell, PE
Parsons Brinckerhoff (704)