29 September 2006 at 2:25:39 PM
Couldn't stand to look at the map any more and try to figure out whose property and towns are going to be wiped out, but back to text of document
Master Development Plan Chapter 3-1
p 22- Toll rates
Initial toll rates assumed for TTC-35 are $0.125/mile for autos and $0.48/mile for trucks.
The other toll facilities in Texas vary in price and structure, but for the most part they are in the same order of magnitude for rates - generally in the $0.11 to $0.15 per mile. The toll rates for the toll system in the Dallas/Fort Worth area averages $0.15 per car mile, and about $0.36 per 5-axle truck mile for the electronic toll tag rates. (source: http://www.ntta.org/pub/pub/pub_tolls.jsp) The toll rates for the toll system in the Houston area are also comparable. As an example, the Sam Houston Toll road around the SW quadrant of Houston has toll rates set at $0.15 per car mile, and $0.72 per five-axle truck mile for electronic toll collection
Be sure, again, to read Off the Kuff's math about this.
Huh! Adding toll lanes to I-35??????? p 22 at the bottom
In addition to new toll road facilities, toll lanes have been included on IH 35, throughout Waco District, as part of the widening to 6 lanes. These separate toll lanes were coded into the model as parallel links with similar attributes to the IH 35 mainline lanes. Figure 3A.10 illustrates the limits of these toll lanes and shows other assumed toll facilities in the Austin area for the 2030 horizon year.
For the purpose of modeling, the SH130 Facility Segments 1 to 6 were included as part of the modeling exercise assuming the same design characteristics as the TTC-35 Facilities, although revenue forecasts for this Facility have not been included.
There are some *screenlines* on the pages after this, which appear to the areas that they conducted traffic surveys in, to see how trafficked the area is.
The CAMPO model is on page 35
p 45- the Tollbooths would be fully electronic
Toll rates for TTC-35 are assumed at 12.5 Cents per mile for cars and 48 Cents per mile for trucks. Actual toll rates will be determined by regional markets and approved by TxDOT. For forecasting purposes, it was assumed that these toll facilities would have fully electronic toll collection systems, therefore the forecasting of toll revenues was based on VMT on the toll facility, rather than through entry and exit tolls or tolls collected at manned tollbooths.
p 47- How would they suck people into using the Toll Roads? By making them free for a time.
When toll facilities are first constructed, it normally takes some time initially for these new facilities to mature in terms of attracting its ultimate level of utilization. Based on experience of other jurisdictions where toll facilities were recently built, this initial ramp-up period can range from one to two years. To minimize this period, some jurisdictions have allowed a free usage of their toll facilities for few months, and have significantly cut down the initial ramp-up period. For this exercise, to be on the conservative side, a ramp-up period of 4 years is suggested. Assuming that a toll facility is built in 2014, it would therefore mean that in 2014 (first year of operation), the toll facilities would be expected to attract only 40% of forecast assignment numbers; and in 2015 (second year of operation), 70% of assignment numbers; in 2016 (third year of operation) revenues would be 90% of forecast assignment numbers. In 2017, toll facilities would reach their maturity level and would be expected to attract the projected assignment numbers for that year.
p 48-if they see that tis' getting congested, they'll make it bigger and take more land
Based on 2014 and 2030 traffic assignments, gross toll revenues are calculated for the base and horizon years. For intermediate time frame and the period beyond 2030, the estimation of toll revenues assumes a uniform growth rate. The growth beyond 2030 is premised on a number of factors such as land use changes, population and employment growth in the study area and areas adjacent to the proposed toll Facilities, level of congestion on parallel facilities, and LOS of the toll Facility. For this exercise, it is assumed that a LOS C needs to be maintained for the toll Facility to attract its forecasted usage. This would mean that certain sections of the proposed toll Facilities would have to be widened so that this LOS is maintained. As per the HCM, a threshold of 18,300 in average daily traffic is used to determine the widening requirements from a traffic and LOS perspective.
p 49-59 show the projected tolls.
p 60 has the table of car traffic versus truck traffic on TTC-35 by the designated segments (such as P1 on other maps)
p 63- how traffic impacted by NAFTA
For the San Antonio area, the overall growth rates are very comparable. The model forecasts are slightly higher due to a higher truck growth rate. To the south of San Antonio, the model is forecasting much higher growth rates than the rates used in the financial analysis. This may be attributable to the border crossing demands, which are not captured by using population growth rates, however, the continuation of the cross border trend in goods movement to 2060 is also not guaranteed. The use of the SAM results would tend to represent the continuation of the cross border goods movement trends, as the most likely scenario. The population based growth rate, therefore, could be used as a sensitivity test for financial modeling purposes. One could argue that this would give a sense of the revenue impact if something were to impact the North American Free Trade Agreement (NAFTA) trade patterns resulting in a negative impact on the growth in truck movements between Mexico and Texas.
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