Exploration of Corridor-Based Tolling Strategies for Virginia’s Express Toll Lanes

Virginia has invested significant resources in the development of express toll lanes (ETLs), which adjust toll rates dynamically based on the level of toll lane usage. A tool is needed to investigate the potential impact of the I-66 Outside-the-Beltway (OTB) ETLs on regional traffic patterns. This study developed a microscopic traffic simulation model in TransModeler to evaluate a set of corridor-based tolling strategies for the I-66 ETLs in NOVA. This model also considered the changes in vehicle occupancy, mode split, and departure time among travelers because of tolls based on locally collected data. An interactive map-based analyzer based on the simulation results was created to support quick scenario analysis and decision-making. I-66 OTB ETLs are estimated to bring tangible travel time improvements to the entire corridor. The simulation model showed that, compared to traffic conditions before the opening of the I-66 OTB ETLs, eastbound travel time along the general purpose lanes improved during the morning peak period by as much as 36.1% for the segment between Gainesville and Rt. 28, and 13.2% for the segment between Rt. 28 and I-495, respectively. During the afternoon peak period, Westbound travel time improved by as much as 17% for the segment between I-495 and Rt. 28, and 7.4% between Rt. 28 and Gainesville, respectively. The simulation model showed that the I-66 OTB ETLs would serve about 6,645 and 8,774 vehicles at a point right before the interchange with I-495, during the morning peak and the afternoon peak periods, respectively. When combined with the traffic on the general purpose lanes, the total throughputs increased to 30,783 (+6.8%) and 35,914 (+5.1%) vehicles, compared to the current throughputs of about 28,813 and 34,160 vehicles respectively during each peak period. The simulation model also showed that US 29 and US 50 do not serve as good alternatives for trips along I-66 OTB. The introduction of the ETLs created less than a 5% impact on the overall traffic volumes along the arterial roads. The choice of a dynamic pricing algorithm affected the number of ETL users and played a critical role in maintaining sufficient levels of service for the ETLs. Other factors, such as the value of time distribution, the vehicle occupancy requirement for free access, and the overall travel demand also have a significant impact on ETL usage and corridor traffic patterns. Among all the single factor scenarios, the policy of tolling only single occupant vehicles (HOT2+) instead of vehicles with one or two occupants (HOT3+) has the most significant impact on the performance of the corridor. The models developed in this study also have some limitations, such as the limited quantity of data for model calibration, the small number of scenarios tested, and uncertainties that may not be fully considered at this point (e.g., COVID19). Users should use these results with an appropriate understanding of the caveats. With these constraints considered, this study does provide a proactive assessment of the potential impact of the I-66 OTB ETLs under different scenarios, which can provide information to VDOT stakeholders for future decisions. The value of time, the vehicle occupancy, and the mode switch models estimated in this study can be applied in other studies in the region when no better data sources are available

Türkiye otoyollarında karayolu yük taşımacılığı.

Truck freight dominates the freight transportation. Motorways are especially important in serving truck freight demand due to more reliable travel times and favorable driving conditions, and result in different mode and route choice behaviors. Thus, it is important to understand the characteristics of truck commodity flows on motorways, which is the objective of this study. In the absence of commodity flow data in Turkey, the major source of freight data is the roadside axle load surveys conducted annually by the Turkish General Directorate of Highways (TGDH). Unfortunately, these surveys do not include observations on/around motorways, except for the year 2005, when 6299 trucks were surveyed at 19 locations on three motorway corridors in Turkey (Northern corridor connecting Edirne-İstanbul-Ankara, Aegean Corridor of İzmir-Aydın and southern corridors connecting Adana-Şanlıurfa). The following data was collected for each surveyed truck: Origin-Destination (O-D), commodity type, truck type, payload and location information. s. Therefore, truck circulation characteristics on different motorways corridors were studied to observe corridor based differences in commodity types, truck types, payloads, loading conditions and O-D patterns. The three motorway corridors serve many O-D pairs in the national level. Differences among the corridors are expected due to differences in regional economics and industries, as well existence of ports and border gates. The motorways are developed as corridors and are not total connected, yet, which may restrict the national flows on some of themM.S. - Master of Scienc

Characteristics of Truck Freight Transportation on Motorways in Turkey

Truck freight dominates the freight transportation. Motorways are especially important in serving truck freight demand due to more reliable travel times and favorable driving conditions, and result in different mode and route choice behaviors. Thus, it is important to understand the characteristics of truck commodity flows on motorways, which is the objective of this study. In the absence of commodity flow data in Turkey, the major source of freight data is the roadside axle load surveys conducted annually by the Turkish General Directorate of Highways (TGDH). Unfortunately, these surveys do not include observations on/around motorways, except for the year 2005, when 6299 trucks were surveyed at 19 locations on three motorway corridors in Turkey (Northern corridor connecting Edirne-İstanbul-Ankara, Aegean Corridor of İzmir-Aydın and southern corridors connecting Adana-Şanlıurfa). The following data was collected for each surveyed truck: Origin-Destination (O-D), commodity type, truck type, payload and location information. s. Therefore, truck circulation characteristics on different motorways corridors were studied to observe corridor based differences in commodity types, truck types, payloads, loading conditions and O-D patterns. The three motorway corridors serve many O-D pairs in the national level. Differences among the corridors are expected due to differences in regional economics and industries, as well existence of ports and border gates. The motorways are developed as corridors and are not total connected, yet, which may restrict the national flows on some of them