Browsing by Author "Lari, Adeel"
Now showing 1 - 20 of 23
- Results Per Page
- Sort Options
Item The ABC Parking Ramps in Minneapolis: A Unique Past. A Visionary Future.(Minnesota Department of Transportation, 2019-03) Douma, Frank; Cao, Jason; Corcoran, Heidi; Fan, Yingling; Lari, Adeel; Rohde, Barbara; Alarcon, Frank; Dame, Rachel; Karner, KevinIn 1992 the ABC Ramps were completed in downtown Minneapolis as part of the I-394 construction project. The purpose of the ramps is to have programs that support efforts to reduce congestion and improve air quality by reducing SOV trips from the I-394 corridor. At the time the ramps were built, the ramp goals were aligned with the city of Minneapolis' parking system goals and the I-394 Corridor Management Plan. Since that time, however, the transportation modes, technologies, and plans surrounding the ramps have changed as well as the travel behaviors of the users. As the ramps reach the midpoint of their design life, this study examined the programs, policies, and goals developed for the ramps to ensure they continue to address current transportation challenges and align with regional stakeholder's goals and emerging trends, behaviors, and technology. The project culminated in a series of recommendations with implementation strategies for the ABC ramp management to improve its practice towards reducing congestion and improving air quality in downtown Minneapolis through innovative programming and marketing.Item Advanced Acquisition of Right-of-Way: Best Practices and Corridor Case Studies(Minnesota Department of Transportation, Research Services Section, 2009-01) Aultman, Sara; Lari, AdeelThe 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.Item Enhancing Managed Lanes Equity Analysis(Minnesota Department of Transportation, 2023-04) Douma, Frank; Fonseca-Sarmiento, Camila; Lari, Adeel; Murphy, Daniel; Morris, Paul; Zhao, JerryPlanning and environmental studies involving managed lanes still have difficulty determining how to effectively evaluate project alternatives from an equity perspective. To most people, "equity" is ubiquitous with income, but this is a narrow focus that limits the scope of what can be considered equity, and indeed this can be true when it comes to managed lanes. As the Minnesota Department of Transportation analyzes the expansion of E-ZPass corridors, it is imperative it evaluates project alternatives from an equity perspective. The results of this study suggest that E-ZPass lane users are more racially diverse than users in the travelsheds. In two out of the four E-ZPass lane corridors, a higher proportion of E-ZPass lane users have household incomes below $100,000 compared to the travelsheds. Overall, there is a lower percentage of people with disabilities among E-ZPass lane users than those in the travelsheds. These results are driven by the makeup of E-ZPass lane users. In addition, this research project demonstrates the feasibility of incorporating quantitative and qualitative equity measures into the alternatives analysis process. The demonstration shows that the quantitative measures are all feasible with existing tools, provide meaningful information to the alternatives analysis process, and can be put into practice immediately.Item eWorkPlace Phase III Final Report(Center for Transportation Studies, University of Minnesota, 2019-02) Lari, Adeel; Elabbady, Mona; Valenti, AliciaAfter enjoying significant success in the first two phases of eWorkPlace, the goals of eWorkPlace Phase III were to recruit 1,000 new teleworkers and eliminate 900 peak-hour trips per day, using the 35W@94 project in particular as an opportunity to promote telework among local employers. This report summarizes the goals and outcomes of the two prior phases of eWorkPlace and provides a detailed overview of the goals, outcomes, successes, and challenges of eWorkPlace Phase III. This report also captures the efforts of the eWorkPlace team to promote and help implement telework through events, training, and online resources. Though results from the Commuter Calculator Tool do not indicate that Phase III achieved all of its goals, the eWorkPlace team expects that promotion and implementation of telework as a result of eWorkPlace extended far beyond what was captured through the calculator. Finally, this report summarizes lessons learned from Phase III of eWorkPlace for consideration in any future phases of the project.Item From Fuel Taxes to Mileage-Based User Fees: Rationale, Technology, and Transitional Issues(Intelligent Transportation Systems Institute, Center for Transportation Studies, University of Minnesota, 2011-08) Coyle, David; Robinson, Ferrol; Zhao, Zhirong; Munnich, Lee; Lari, AdeelTwo national commissions established by the U.S. Congress recommend replacing the current system of funding transportation based on fuel taxes with a new distance-based system of user fees. The State of Oregon has done a pilot project demonstrating a system for transitioning to mileage-based fees by paying the fees at the gas pump. The University of Iowa has conducted pilot tests around the country to determine how drivers respond to a mileage-based fee approach using GPS-based technology. The Puget Sound Regional Council has conducted a test of congestion tolling. Finally, the Minnesota Department of Transportation is testing an approach for collecting mileage-based user charges using commercially available smartphones with built-in GPS devices, in which the charge element is just one of the applications. While there have been discussions among many transportation leaders regarding why fuel taxes are no longer a good way of funding the transportation system, there is by no means a public understanding of why this is so. The public assumes that the taxes they pay at the pump are paying for the system, and that if funding problems exist, they are due to waste and inefficiency. This examination–of the rationale, technology, and transitional issues in shifting from a financing system for surface transportation based on fuel taxes to one that is based on a mileage-based user fee (MBUF) traveled or vehicle-miles traveled (VMT) fee–sets the stage for a policy discussion on transportation-related user fees and lays the groundwork for an extensive public outreach effort.Item Identifying the Opportunities and Obstacles of Connected and Automated Vehicles in Rural Minnesota: Community Engagement in Greater Minnesota(Center for Transportation Studies, University of Minnesota, 2019-06) Douma, Frank; Lari, Adeel; McNiel, DanielConnected and Automated Vehicle (CAV) technologies have advanced toward implementation stages and will eventually arrive on Minnesota roadways. The advent of CAV technology highlights the importance of facilitating policy conversations that will help plan for the uncertainties of these new modes of transportation. Rural communities in Minnesota experience distinct barriers to safe and affordable transit and have the potential to benefit greatly from the advancements of CAV technology. Automated vehicles present new ways of improving transportation safety, increasing accessibility for transportation disadvantaged populations and spurring economic growth. However, there is growing need for elected officials and city staff to initiate advanced planning regarding CAVs while these technologies continue to be developed and tested, as without policy intervention and intentional planning, CAV technologies have the undesired potential to perpetuate inequities especially in rural areas, where transit service can be very limited, or non-existent. Rural areas will likely require the development of different CAV transit models that blend the functions of high speed and low speed public transit. Examining the challenges that rural transit operators currently face in Greater Minnesota can help to guide the development of policy that promotes rural driverless transit. At the University of Minnesota, the Transportation Policy and Economic Competitiveness Program (TPEC) has been examining equity issues and opportunities related to CAV technology since 2014. The TPEC program focuses on conducting research, creating tools for policymakers, and engaging in outreach to better understand the relationship between transportation and economic development in Minnesota. In the Spring of 2017, TPEC researchers organized a CAV Task Force to identify how various SDV deployment strategies could improve mobility and access for transportation dependent Minnesotans. The work of the Task Force highlighted the need for further outreach and engagement with communities in Greater Minnesota to better understand considerations for implementing CAVs in rural contexts. The TPEC team then conducted community discussions with municipalities throughout the state to better understand how CAV technologies present opportunities to improve safety, accessibility, and equity in Greater Minnesota. The insights gained from these community discussions can help assist Minnesota lawmakers design future CAV policy that is responsive to the needs of residents.Item Innovative Parking Pricing Demonstration in the Twin Cities: Introducing Flexibility and Incentives to Parking Contracts(Center for Transportation Studies, University of Minnesota, 2014-02) Lari, Adeel; Douma, Frank; Yang, Kate Lang; Caskey, Kathryn; Cureton, ColinParking pricing has taken on a role beyond recouping infrastructure investment costs and is now also being utilized as a public policy tool for travel demand management. Recently developed tools for travel demand management include innovative parking pricing strategies that incentivize alternative mode choice. The principal goal of this research is to examine the effects on commuter mode choice of introducing flexibility and incentives into monthly parking contracts. The demonstration consisted of running four different test modules over the course of three four-month periods. The four test modules include a discounted transit pass option (Buying Flexibility), two forms of rebate programs (Marginal Rebate and PayGo), and a free transit pass option (Disincentive Removal). The first rebate program, Marginal Rebate, offered a rebate for the difference between the marginal parking cost and transit fare on days when transit was used. The second rebate program, PayGo, offered the same transit rebate in addition to a rebate for the full marginal parking cost on days when a mode other than parking or transit was used. Analysis of the commuting behavior among participants in this study demonstrated that the level of incentive positively correlates to the propensity for mode shift to occur, with significant and increasing mode shift in the two programs that offered the greatest flexibility and incentive. However, the data collected also indicates that a discounted or free transit pass is not enough to entice mode change. Potential to deploy parking contract models that include flexibility and incentives are also briefly explored.Item The Legal Obligations, Obstacles, and Opportunities for Automated and Connected Vehicles to Improve Mobility and Access for People Unable to Drive(Michigan State Law Review, 2017) Douma, Frank; Lari, Adeel; Andersen, KoryIn recent decades, several legislative and regulatory mandates, such as the Americans with Disabilities Act, “United We Ride” initiative, and Olmstead court decision, have been issued in attempt to improve mobility and access for those who are unable to drive. Yet despite these well-intentioned and continuing efforts, our current transportation system does not fully address these disparities. Self-driving vehicles (SDVs) present an opportunity to address these disparities by providing a level of transportation access for people unable to drive that our current transportation system cannot. Yet, even though nearly every automobile manufacturer and several major technology companies are developing SDVs and related technologies, researchers and policymakers are pointing out that more work is needed if the promise of increased mobility and access is to be fulfilled. For example, the National Council on Disability noted in November 2015 that because of the development pace and “proprietary nature of its engineering,” the explicit details of how designers and manufacturers” are ensuring equitable access for disabled and low-income individuals has nearly been non-existent. This Article will address the legal obligations, opportunities, and obstacles facing SDV technologies in this arena by articulating some of the specific challenges and questions that must be addressed. Questions such as what SDV deployment will look like, rider safety, vehicle design for wheelchair and disabled users, and the evolving role of policymakers in creating opportunities for this population will be discussed. Without answers to these questions, our ability to create an equitable transportation system through SDV technology will be limited.Item Minnesota Roadway Funding: Revenue Sources & Distribution(Transportation Policy and Economic Competitiveness Program, University of Minnesota, 2020-07) Zhao, Jerry; Fonseca, Camila; Bean, Nate; Lari, AdeelMinnesota roadway funding comes from a combination of federal, state, and local sources. Federal funding comes primarily from the federal motor fuel tax, while most state funding comes from the three state highway user taxes: the state motor fuel tax, the registration tax, and the motor vehicle sales tax. These funds support the state trunk highway system that includes interstates and state highways, in addition to providing aid to local governments. Local highway funding comes from general funds, made up primarily of property taxes and assessments, in addition to a few dedicated local transportation taxes. This revenue is used to support highways and streets under the jurisdiction of counties, cities, and townships. The network of highways and local roads is essential to the state's economy and the daily activities of Minnesota residents. Maintaining, expanding, and operating this infrastructure is a major expense for the state and local governments inside Minnesota. Generating sufficient revenue for highways and streets remains a major challenge, and recent revenue projections estimate a shortfall of $18 billion in necessary funding between 2018 and 2037, for the state highway system alone. Understanding Minnesota's road financing structure is important to anticipate and address future transportation changes. This report details federal, state, and local government funding for the roadway system in Minnesota. It explores how roadway funding is generated and distributed, as well as the history of current funding mechanisms. Statistics from the Minnesota Transportation Finance Database are used throughout this paper.Item Minnesota Transportation Funding Redistribution (2009-2014): Who Contributes More, Who Receives More?(Transportation Policy and Economic Competitiveness Program, University of Minnesota, 2017-03-04) Zhao, Jerry; Lari, Adeel; Lou, ShengnanThe focus of this analysis is the redistribution of transportation funding across Minnesota. Transportation funding comes from all levels of government – the federal government, the state government, and local governments that include counties, cities, and townships. Transportation funding that are directly generated by local taxes and fees are used in corresponding local jurisdictions. Federal or state transportation funding – generated through a variety of federal or state revenue sources – are also contributed by people in local jurisdictions, but these revenues are allocated through certain budgetary procedures and may or may not be used in the original point of collection. Hence are the questions of transportation funding redistribution: What are the areas that contribute more to transportation funding? What are those that receive more? What are the areas that contribute more than they receive, or verse versa? Those are empirical questions to be answered in this report, for the purpose to facilitate informed decision making.Item Minnesota Transportation Funding Redistribution (2010-2015): Who Contributes More and Who Receives More?(Transportation Policy and Economic Competitiveness Program, University of Minnesota, 2018-03) Zhao, Jerry; Lari, Adeel; Fonseca, CamilaThe focus of this analysis is the redistribution of transportation funding across Minnesota. Transportation funding comes from all levels of government – the federal government, the state government, and local governments that include counties, cities, and townships. The redistribution of transportation funding arises the following questions: What areas contribute the most to transportation funding? What areas receive more funding? What areas contribute more than what they receive? Or verse versa. This report aims to answer these empirical questions with the purpose of facilitating informed decision making. In this report, we aggregate or allocate data to the county level for analysis and then present the aggregated results at the district level for a six-year period, between 2010 and 2015. We found that local governments fund a huge proportion of the transportation infrastructure in Minnesota, primarily through the property taxes they collect. The Twin Cities metro district contributes slightly more than what it receives. In addition, this district receives the largest share of funding for transit services. Districts in Greater Minnesota receive more funding that they contribute, mainly due to lower population density. Finally, we found a cost of 7 cents per vehicle mile traveled in the state. This cost tends to be much higher in counties located in the north.Item Minnesota Transportation Funding Redistribution (2015-2020): Who Contributes More and Who Receives More?(Transportation Policy and Economic Competitiveness Program, University of Minnesota, 2022-04) Fonseca, Camila; Zeerak, Raihana; Zhao, Jerry; Lari, AdeelThe focus of this analysis is the redistribution of transportation funding across Minnesota. Transportation funding comes from all levels of government – the federal, the state, and local governments that include counties, cities, and townships. The redistribution of transportation funding arises the following questions: What areas contribute the most to transportation funding? What areas receive more funding? What areas contribute more than what they receive? Or vice versa. This report aims to answer these empirical questions with the purpose of facilitating informed decision making. In this report, we aggregate or allocate data to the county level for analysis and then present the aggregated results at the district level for a six-year period, between 2015 and 2020. We found that local governments fund a huge proportion of the transportation infrastructure in Minnesota, primarily through the property taxes they collect. The Metro District contributes slightly more than what it receives. In addition, this district receives the largest share of funding for transit services. Districts in Greater Minnesota receive more funding that they contribute, mainly due to lower population density. Finally, we found a cost of 8.7 cents per vehicle mile traveled in the state. This cost tends to be much higher in counties located in the north.Item Minnesota User Based Fee Demonstration(Center for Transportation Studies, University of Minnesota, 2021-12) Douma, Frank; Zhao, Jerry; Fonseca, Camila; Zeerak, Raihana; Lari, Adeel; Munnich, Lee; Benesh, Meredith; Loveland, JoeThe Minnesota Department of Transportation conducted a 12-month Distance Based Fee (DBF) demonstration that utilizes existing technologies embedded within Shared Mobility (SM) fleet vehicles and connected and automated vehicles (CAVs) to automatically calculate and collect the fees. As part of the demonstration, researchers at the Humphrey School of Public Affairs discussed policy considerations and implications of DBFs on privacy, equity, and administration costs, as these are often raised as obstacles to the implementation of a DBF. Researchers also conducted financial analysis, and outreach and education efforts. Lastly, researchers conducted an evaluation of the demonstration based on the administrative and political feasibility, efficiency, adequacy, and equity of DBFs. This research identified the challenges that had to be overcome to implement DBFs and the potential to deploy this model on a broader scale.Item Motorization Trends In Minnesota(Center for Transportation Studies, University of Minnesota, 2023-06) Fonseca, Camila; Zeerak, Raihana; Lari, Adeel; Zhao, JerryThe analysis of motorization trends in the state of Minnesota is important because it reveals changes in driving behavior that impact transportation planning and funding across the state. Changes in traveling habits have implications for transportation revenue streams in Minnesota, particularly for roadway infrastructure investment. This report presents an analysis of motorization and highway and roadway funding trends in Minnesota between 1980 and 2021. Key motorization patterns include the number of registered vehicles, vehicle miles traveled (VMT), fuel consumption, and vehicle crashes. In addition, this report analyses the evolution of roadway revenues and expenses at the federal, state, and local levels. The analysis in this report includes an overview of the general trends for the state as well as an overview of the changes by county. Data for the analysis come from the Minnesota Transportation Finance Database. The report has several interesting findings about motorization in Minnesota. For instance, the number of registered vehicles has continually increased since 1980, although it has slowed since the 2000s. However, the number of registered vehicles per capita and per county indicate significant declines in recent years. Similarly, the number of alternative fuel vehicles, particularly electric vehicles (EVs), has been increasing. Distance traveled, measured by VMT, and fuel consumption increased, although their per capita measures have also decreased, particularly since 2020. Lastly, while overall the number of vehicle crashes has declined since 2004, the number of fatal crashes rose significantly in 2021. Overall, Minnesota's trends are consistent with the national pattern. The persistence of these trends in the future will have consequences in future roadway funding. In particular, fuel consumption and its long-term declines due to increases in fuel efficiency standards could cause continuous revenue reductions unless the state roadway funding structure is adjusted.Item Motorization Trends in Minnesota(Center for Transportation Studies, University of Minnesota, 2019-02) Zhao, Jerry; Lari, Adeel; Fonseca, Camila; Bean, NateThe analysis of motorization trends in the state of Minnesota is important because it reveals changes in driver behavior that impact transportation planning and funding across the state. Changes in traveling habits have implications for transportation revenue streams in Minnesota, particularly for roadway infrastructure investment. This report presents an analysis of motorization and highway and roads funding trends in Minnesota between 1980 and 2016. Key motorization patterns include the number of registered vehicles, vehicle miles traveled (VMT), and fuel consumption. In addition, this report analyses the evolution of roadway revenues and expenses at the federal, state, and local levels. The analysis in this report includes an overview of the general trends for the state as well as an overview of the changes by county. Data for the analysis come from the Minnesota Transportation Finance Database. The report has several interesting findings about motorization in Minnesota. For instance, the number of registered vehicles has continually increased since 1980, although it has slowed since the 2000s. Over the same period of time, distance travelled, measured by VMT, and fuel consumption increased, although their per capita measures have been decreasing. Overall, Minnesota?s trends are consistent with the national pattern. The persistence of these trends in the future will have consequences in future roadway funding. In particular, fuel consumption and its long term declines due to increases in fuel efficiency standards could cause continuous revenue reductions unless the state roadway funding structure is adjusted.Item The SDVs Are Coming! An Examination of Minnesota Laws in Preparation for Self-Driving Vehicles(Minnesota Journal of Law, Science & Technology, 2015) Peck, Spencer; Fatehi, Leili; Douma, Frank; Lari, AdeelSelf-driving vehicles (SDVs) are predicted to be the future of automotive transportation. The significant potential benefits of SDVs to safety, congestion reduction, land use, and productivity are hard to ignore. Although fully automated vehicles are still a ways away, the technology is rapidly advancing and becoming more legally accepted. For example, the National Highway Traffic Safety Administration (NHTSA) requires all newly manufactured cars to have at least a low-level of autonomous vehicle technology and suggests widespread adoption of more advanced technology by 2020. Four states and the District of Columbia have some form of legislation expressly allowing SDVs or the testing of such vehicles within state boundaries. In fact, two states—California and Nevada—have even issued comprehensive regulations for both private use and testing of SDVs. Several companies, most notably Google, are aggressively pursuing the technology and advocating for legal changes in support of SDVs. But what does this all mean for Minnesota drivers, laws and lawmakers, and local economies? This Article explores the development of SDVs and related technology and how states have responded to this development as context for more substantive discussion about why and how Minnesota might move to adopt and adapt to this transformative technology. Specifically, this Article will explore how current laws may already permit SDVs and how the law could be, or in some cases must be, modified to authorize testing and use of SDVs in the state. Finally, this Article will describe why SDVs and the related legal changes needed to support their development and adoption can greatly benefit Minnesota’s citizens and economy.Item The SDVs Are Coming! An Examination of Minnesota Laws in Preparation for Self-Driving Vehicles(Minnesota Journal of Law, Science, and Technology, 2015) Peck, Spencer; Fatehi, Leili; Douma, Frank; Lari, AdeelSelf-driving vehicles (SDVs) are predicted to be the future of automotive transportation. The significant potential benefits of SDVs to safety, congestion reduction, land use, and productivity are hard to ignore. Although fully automated vehicles are still a ways away, the technology is rapidly advancing and becoming more legally accepted. For example, the National Highway Traffic Safety Administration (NHTSA) requires all newly manufactured cars to have at least a low-level of autonomous vehicle technology and suggests widespread adoption of more advanced technology by 2020. Four states and the District of Columbia have some form of legislation expressly allowing SDVs or the testing of such vehicles within state boundaries. In fact, two states—California and Nevada—have even issued comprehensive regulations for both private use and testing of SDVs. Several companies, most notably Google, are aggressively pursuing the technology and advocating for legal changes in support of SDVs. But what does this all mean for Minnesota drivers, laws and lawmakers, and local economies? This Article explores the development of SDVs and related technology and how states have responded to this development as context for more substantive discussion about why and how Minnesota might move to adopt and adapt to this transformative technology. Specifically, this Article will explore how current laws may already permit SDVs and how the law could be, or in some cases must be, modified to authorize testing and use of SDVs in the state. Finally, this Article will describe why SDVs and the related legal changes needed to support their development and adoption can greatly benefit Minnesota’s citizens and economy.Item Self-Driving Vehicles and Policy Implications: Current Status of Autonomous Vehicle Development and Minnesota Policy Implications(Minnesota Journal of Law, Science & Technology, 2015) Lari, Adeel; Douma, Frank; Onyiah, IfyWhether you call them self-driving, driverless, automated, or autonomous, these vehicles are on the move. Recent announcements by Google (which drove over 500,000 miles on its original prototype vehicles) and other major automakers indicate the potential for development in this area. Driverless cars are often discussed as “disruptive technology” with the ability to transform transportation infrastructure, expand access, and deliver benefits to a variety of users. Some observers estimate limited availability of driverless cars by 2020, with wide availability to the public by 2040. This Article includes examination of the current status of this technology, and the implications for road safety, capacity, travel behavior, and cost. This Article also considers the regulatory framework and policy challenges this technology may face. In particular, this Article presents a Minnesota perspective. As the Minnesota Department of Transportation implements the Twenty-Year Minnesota State Highway Investment Plan and establishes priorities for the next several decades, state officials need information about the potential for this technology to transform Minnesota’s transportation system. The Metropolitan Council also needs to pay serious attention, as self-driving cars can potentially change the way we live and travel within the Council’s planning horizon. Additionally, Minnesota policymakers will need to consider whether current policy accommodates the deployment of this driverless technology. Finally, this Article summarizes the current consensus about self-driving vehicles, considers the implications for Minnesota, and suggests steps that policymakers in Minnesota can take to prepare for such technology.Item Study of Public Acceptance of Tolling with New Capacity and Credits: Concepts of FAST Miles and FEE Lanes(Minnesota Department of Transportation Research Services Section, 2010-07) Lari, Adeel; Aultman, SaraConversion 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.Item Understanding the Economic Effects of Flexibility through Three Employer Case Studies(Minnesota Department of Transportation, 2013-02) Saunoi-Sandgren, Emily; Lari, AdeelMarket research conducted through the Urban Partnership Agreement (UPA) project on telework shows that employers need to be convinced of the economic benefits of telework before they will embrace such a policy. If telework is to gain widespread support in government and industry, employers need to be presented with strong evidence that telework is good for their bottom line and industry productivity. It is not clear that previous research has documented the impacts of telework from an employer perspective. This research project proposes to investigate what are the bottom line (and economic) advantages to employers of telework policies in order to fill this gap in the literature and to provide evidence to employers considering telework policies.