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From page 209... ... 209 This appendix presents detailed assessments of strategic directions that states might choose to pursue with the principal aim of maintaining or enhancing available transportation revenue. The possibilities include direct user fees (e.g., tolls, mileage-based user fees, and weight-distance truck fees) Read the entire page →
From page 210... ... 210 Although MBUFs offer many policy advantages, such as the ability to effectively toll the entire road network, the concept also faces significant challenges relating to the cost of implementing and administering a system to levy mileage fees (Rufalo 2011; Sorensen, Wachs, and Ecola 2010) and public acceptance (Baker and Goodin 2010, Hanley and Kuhl 2011) Read the entire page →
From page 211... ... 211 ing to help reduce passenger vehicle and truck travel, direct user fees should likewise have a beneficial effect on safety. I.1.3 Intended Shaping Effects The main intent of direct user fees is to raise transportation revenue in an efficient and equitable manner. Read the entire page →
From page 212... ... 212 result fuel-tax revenues -- expressed in real dollars per mile of travel -- have eroded considerably. The strategy considered here, then, would be for states to either increase or index their fuel taxes to reverse this trend. Read the entire page →
From page 213... ... 213 with heavy axle loads on lightly engineered routes -- that can cause the greatest damages to the road network. As such, this strategy is rated as only moderately effective in reducing DOT maintenance and operations costs. Read the entire page →
From page 214... ... 214 transportation revenue options such as dedicated sales taxes, those who do not drive -- including many in lower-income households -- are not required to pay for the road network. For these reasons, fuel taxes can be viewed as promoting greater equity in transportation finance (Wachs 2003) Read the entire page →
From page 215... ... 215 by different states. License and title fees are also levied in some states, although these do not typically yield significant revenue. Read the entire page →
From page 216... ... 216 and goods movement. The effect would not be as strong, however, as with marginal-cost indirect user fees (e.g., gas taxes) Read the entire page →
From page 217... ... 217 I.4.1 Supportive Policies The most common forms of beneficiary fees and value capture taxes must be enabled in state authorizing legislation but are administered by regional or local governmental units. Potential strategies include establishing tax increment financing and special assessment districts, imposing impact fees on new developments, and enacting transportation utility fees. Read the entire page →
From page 218... ... 218 Increasing transportation revenue -- moderately effective (uncertain) Read the entire page →
From page 219... ... 219 to generate sufficient funding for new improvements. However, special assessment districts and similar strategies could be applied to improvements in rural areas or corridors with wide but well-defined geographic coverage. Read the entire page →
From page 220... ... 220 Economy -- moderately negative (uncertain) Read the entire page →
From page 221... ... 221 Australia) but have recently gained ground domestically as a potential strategy for expanding the pool of available transportation funding. Read the entire page →
From page 222... ... 222 $420 million of its $1.1 billion cost from senior bank debt and equity contributions (FHWA, undated a) Read the entire page →
From page 223... ... 223 tion labor; it is possible, though, for states to require private construction firms to pay prevailing wages (Rall, Reed, and Farber 2010) Read the entire page →
From page 224... ... 224 I.6.6 Required Lead Time Provided legislation is in place, the anticipated time frame for delivering new construction under a PPP model is probably in the range of 5 to 10 years, which includes time for negotiating the financing as well as environmental review and construction. While the length of time for construction depends on a number of factors unrelated to the financing concerns, the time to finance and build these projects is generally shorter than it would be under more conventional means (U.S. Read the entire page →
From page 225... ... 225 Roth, D Read the entire page →

From page 209...

... 209 This appendix presents detailed assessments of strategic directions that states might choose to pursue with the principal aim of maintaining or enhancing available transportation revenue. The possibilities include direct user fees (e.g., tolls, mileage-based user fees, and weight-distance truck fees)