Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter.
Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 78
78
20.0% $0.30
18.0%
$0.25
16.0%
14.0%
$0.20
12.0%
10.0% $0.15
8.0%
$0.10
6.0%
4.0%
$0.05
2.0%
0.0% $0.00
DRJTBC NYSTA Greenway OTC FTE DTR ISTHA SR-91 NJTA NTTA
% Revenue $/Transaction
Source: Jacobs Engineering Group, 2010
Figure 41. Enforcement costs by toll agency, 2007.
the toll-collection system, which may be expanded over time as 4.4.1 Types of VMT Fees
the toll facilities are expanded or new roads are added to their
Many types of charges may be considered to be a form of
respective systems.
charge for VMT. For example, many toll facilities charge the
In contrast, more mature toll agencies may decide to
toll based on the distance traveled on the facility. However,
gradually retrofit existing tollbooths and traffic lanes to
this section is concerned with systems that charge for all VMT
ETC (e.g., OTC) or continue to expand ETC toll collection
for a vehicle. The charge may be flat or it may vary based on
to increase transponder penetration and improve traffic
class of road, time of day, direction of travel, characteristics
flows (NTTA, OOCEA, FTE, and Toronto 407). Given these
of the vehicle, or geographic location. Interest in such com-
differences, an accurate comparison of capital-costrelated
prehensive charging systems has grown over time and has
expenditures for toll-road agencies may be too difficult to accelerated recently. For example, the National Surface Trans-
achieve. portation Infrastructure Financing Commission recommended
Table 27 provides a sample of capital costs associated with that Congress look toward using a VMT system as the major
toll collections incurred by seven toll agencies during the source of surface road funds in the future. In addition, the
2003 through 2007 time period. Dutch proposed moving to a comprehensive VMT-based
charging system for all road use in the Netherlands by 2016.
4.4 Cost Estimates for VMT Fees While the current government does not plan to implement
road pricing, substantial work was completed to determine if
This section presents cost estimates for VMT fees based on it was a feasible option.
the proposed Dutch VMT systems and also discusses the types Actual experience with VMT systems, other than weight-
of VMT fees in practice today. It also presents the method mile taxes, is sparse. There have been some experiments in the
for generating the cost data in the Dutch VMT fee systems, United States with such charging systems, and heavy vehicles
presents cost classification and cost data, and discusses costs of have some of their charges levied based on VMT. However,
other mileage-based systems. the actual experience provides very limited information on
OCR for page 79
79
Table 26. Tolling--total operating cost and revenue (in $000s).
Cost Item/Tolling Average
2003 2004 2005 2006 2007
Agency over Years
Total Operating Cost
DRPA $29,460 $32,362 $31,516 $32,909 $33,994 32,048
DRJTBC 25,627 25,428 30,554 30,919 28,132
Dulles Toll Road 36,758 34,737 38,639 36,711
Greenway 9,706 13,164 10,868 12,468 11,552
E-470 21,393 29,180 25,746 26,419 36,717 27,891
FTE 227,238 254,883 258,891 247,004
ISTHA 127,900 134,995 148,808 149,949 164,888 145,308
NJTA 230,141 316,896 326,309 341,768 365,797 316,182
NTTA 48,796 52,794 61,047 54,212
NYSTA 160,820 173,726 182,406 212,303 194,960 184,843
OOCEA 38,027 45,620 46,211 52,563 52,206 46,925
OTC 64,071 67,333 73,057 72,035 73,468 69,993
San Diego I-15 2,225 1,541 1,385 1,717
SR 91 12,607 14,506 15,078 15,447 14,410
Toronto 407 62,825 66,141 68,800 67,945 86,522 70,447
Average over agencies 91,830 83,109 84,731 90,423 95,157 85,825
Total Revenues
DRPA 130,399 139,471 141,057 143,843 144,835 139,921
DRJTBC 78,856 79,421 80,154 85,503 80,984
Dulles Toll Road 43,727 65,533 64,931 58,064
E-470 58,895 73,584 77,788 92,185 94,373 79,365
FTE 598,762 647,959 681,615 642,779
Greenway 40,725 45,433 55,294 55,925 49,344
ISTHA 433,495 418,721 612,237 585,095 608,440 531,598
NJTA 606,620 747,932 751,381 784,919 796,259 737,422
NTTA 177,472 191,434 202,676 190,527
NYSTA 427,184 439,583 511,191 554,363 540,321 494,528
OOCEA 154,726 169,725 178,830 194,292 204,641 180,443
OTC 182,740 192,451 182,014 186,945 200,471 188,924
San Diego I-15 2,211 1,617 1,496 1,775
SR 91 32,375 39,584 44,238 49,838 41,509
Toronto 407 265,511 318,109 361,995 391,375 525,365 372,471
Average over agencies 282,446 241,048 253,540 267,950 283,779 265,753
how a large-scale system would function and what it would high due to development costs and the small scale of produc-
cost. Hence, this section will focus largely on the data gener- tion. Large-scale, standardized production should result in
ated in support of the Dutch proposal, but it will start with a lower cost per unit, but it is difficult to determine what this
brief discussion of the other information available. lower cost would be. In addition, the experiments typically do
The FHWA Value Pilot Pricing program has sponsored not actually charge participants. Rather, they set up accounts
several experiments that looked at alternatives for distance- against which charges are levied, with the participant getting
based pricing. They take fairly different approaches, although any remainder at the end of the experiment. This gives the
all are based on some form of GPS location device to deter- appropriate marginal incentives to participants and allows for
mine how mileage charges should be allocated. collection of behavioral data; however, there are no issues
Unfortunately, cost data based on experiments have very with evasion, nonpayment of bills, or enforcement of the sys-
limited usefulness. While information from these experiments tem. Hence, cost data from such experiments are not well
is useful, cost data based on experiments have substantial lim- suited for comparison to the actual cost of other revenue col-
itations. The cost of the experimental units tends to be quite lecting systems.
OCR for page 80
80
70.0%
60.0%
50.0%
40.0%
30.0%
20.0%
10.0%
0.0%
DRJTBC DRPA Greenway DTR E-470 FTE ISTHA NTTA NJTA NYSTA OTC OOCEA SANDAG SR-91 Toronto Average
407
-10.0%
% Revenue
-20.0%
Source: Jacobs Engineering Group, 2010
Figure 42. Operating margin by toll agency, 2007.
Table 27. Toll agency capital costs.
Toll- Cost/Per
Total Capital
Road Improvement Cost/Year Centerline
Costs
Agency Mile
CTRMA Design and installation of an ITS system $20,010,000 $10,005,000 $1,725,000
Dulles Toll-collection equipment 56,137,545 11,227,509 4,009,825
Greenway
FTE Intelligent Transportation System and Fiber Optic 166,200,000 41,550,000 $618,369
Improvements, Mainline
Intelligent Transportation System and Fiber Optic
Improvements, Polk and Suncoast
Addition of Sun Pass Lanes
Open Road Tolling Plaza and Express Lane
Conversion, Sawgrass
Open Road Tolling Plaza and Express Lane
Conversion, Mainline
Toll System Technology Upgrades on the Mainline
NTTA Toll equipment for Lewisville Lake Bridge and the 5,742,321 N/A N/A
NTTA system
OTC Conversion to ETC 9,703,412 9,703,412 N/A
OOCEA Toll equipment and buildings 156,978,000 31,395,600 1,569,780
Toronto Toll equipment, transponders, operations center, 182,856,744 20,317,416 2,728,788
407 office equipment, and computer equipment
Sources: CTRMA (2005), Florida's Turnpike System (2007, 2008), NTTA (2007), OTC (2007, 2008), OOCEA (2007),
Toll Road Investors Partnership (2007), and 407 International Inc. (2007).
