Structuring PPP Toll-Road Contracts to Achieve Public Pricing Objectives
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Order for Professional Services No. T3694 Design Services for Contract No
OPS No. T3694 Design Services for Contract No. T300.489 Interchange 18E Express E-ZPass and 16E Improvements Page 1 of 34 April 23, 2018 To: ALL CONSULTANTS Subject: REQUEST FOR EXPRESSIONS OF INTEREST ORDER FOR PROFESSIONAL SERVICES NO. T3694 DESIGN SERVICES FOR CONTRACT NO. T300.489 INTERCHANGE 18E EXPRESS E-ZPASS AND 16E IMPROVEMENTS The New Jersey Turnpike Authority (Authority) invites Expressions of Interest (EOIs) for a Simple project from engineering firms prequalified and eligible in the following Profile Codes Profile Code(s) Description(s) A250 Fully Controlled Access Highways A256 Toll Plazas (site, islands, tunnels, canopy) Attached (see Section I) is a list of all consultants currently prequalified and eligible to submit an EOI for the above referenced assignment. *Joint Ventures (*Firms interested in submitting an EOI as a Joint Venture must be prequalified as a Joint Venture with the Authority) that meet all of the Profile Code requirements are also eligible to submit an EOI. To qualify as a prequalified consultant, a firm must have on file with the Authority a current “Professional Service Prequalification Questionnaire” (PSPQ) package prior to submission of the EOI. A current PSPQ is one that has been on file with the Authority for no more than 24 months, or in certain cases for no more than 12 months. Only those firms who have been prequalified for the specified profile code(s) this project entails will be considered. Prequalification is not required for subconsultants. Prequalification is required however for Joint Ventures. The Authority shall be seeking participation of Small Business Enterprises (SBE) as subconsultants. -
State Set to Push Toll Roads
State set to push toll roads FUNDING PLAN AIMS TO SPEED UP ROAD PROJECTS, TRAFFIC RELIEF By Gary Richards Mercury News Thursday, February 3, 2005 The future of highway driving in California could be a two-tiered system, in which commuters can either remain in stop-and-go traffic for free, or pay a toll to cruise on a private highway. Gov. Arnold Schwarzenegger is expected to soon announce his support for allowing private contractors to build toll roads across California. Following the model of Highway 125 now under construction in Southern California, contractors would build toll roads in congested areas or toll lanes parallel to existing roads -- such as Highway 152 or Interstate 205 -- that would be designed and maintained by the state. The specifics are still far away, but it is yet another step in the governor's strategy to creatively finance -- and speed up -- highway construction in California without raising taxes. The governor previously noted his support for allowing solo drivers to pay their way into carpool lanes. ``We're going to make an announcement really soon where we're going to look at our whole infrastructure and transportation and we have a very creative way of financing it,'' Schwarzenegger said last week in a meeting with the Orange County Register editorial board, adding: ``We want to approach it in a very radical way and then look at all kinds of transportation.'' The governor's office had no comment Wednesday on the expected announcement, but last year his performance review team called for more toll facilities. ``I'm not surprised,'' said Randy Rentschler of the Metropolitan Transportation Commission in Oakland. -
Economic Efficiency Implications of Optimal Highway Maintenance Policies for Private Versus Public Highway Owners
22 TRANSPORTATION RESEARCH RECORD 1116 Economic Efficiency Implications of Optimal Highway Maintenance Policies for Private Versus Public Highway Owners DAVID GELTNER AND RoHIT RAMASWAMY The Idea of transport Infrastructure privatization has been infrastructure privatization. Key questions in this regard are (a) receiving Increased attention recently from researchers and Would private infrastructure owners charge an economically policy makers. In both Britain and the United States, as well as efficient price to the users of the infrastructure? and (b) Would in some developing countries such as India, the idea or high private infrastructure suppliers provide efficient levels of quan way ownership privatization Is being seriously considered and tity and quality of product or service over the long run? In some cases Is being implemented. Most research to date has focused on the technical or financial feaslblllty of highway This paper focuses on a specific aspect of the second ques privatization or of using tolls to finance roads. This paper ls tion. In particular, a hypothetical privately owned toll highway motivated, rather, by the question of the economic efficiency of is considered. The profit-maximizing highway pavement highway ownership privatization. The paper focuses on in quality maintenance policy for this highway is compared with depth analysis In an effort to quantify what may be the main the socially optimal or economically efficient policy. Meth issue In the question or the economic efficiency or privately odologically, this paper contains an extension and application owned highways-the problem of suboptimal highway physi of other work previously presented to the TRB (1, 2). cal quality, which could result over the long run from highway 111aintenance policies that seek to maximize immediate private profit rather than overall economic welfare. -
Toll Roads in the United States: History and Current Policy
TOLL FACILITIES IN THE UNITED STATES Bridges - Roads - Tunnels - Ferries August 2009 Publication No: FHWA-PL-09-00021 Internet: http://www.fhwa.dot.gov/ohim/tollpage.htm Toll Roads in the United States: History and Current Policy History The early settlers who came to America found a land of dense wilderness, interlaced with creeks, rivers, and streams. Within this wilderness was an extensive network of trails, many of which were created by the migration of the buffalo and used by the Native American Indians as hunting and trading routes. These primitive trails were at first crooked and narrow. Over time, the trails were widened, straightened and improved by settlers for use by horse and wagons. These became some of the first roads in the new land. After the American Revolution, the National Government began to realize the importance of westward expansion and trade in the development of the new Nation. As a result, an era of road building began. This period was marked by the development of turnpike companies, our earliest toll roads in the United States. In 1792, the first turnpike was chartered and became known as the Philadelphia and Lancaster Turnpike in Pennsylvania. It was the first road in America covered with a layer of crushed stone. The boom in turnpike construction began, resulting in the incorporation of more than 50 turnpike companies in Connecticut, 67 in New York, and others in Massachusetts and around the country. A notable turnpike, the Boston-Newburyport Turnpike, was 32 miles long and cost approximately $12,500 per mile to construct. As the Nation grew, so did the need for improved roads. -
Congestion Relief Toll Tunnels
Policy Study No. 164 July 1993 CONGESTION RELIEF TOLL TUNNELS by Robert W. Poole, Jr. and Yuzo Sugimoto EXECUTIVE SUMMARY Changing urban land-use patterns have reduced the importance of traditional downtowns as the origin and destination of numerous vehicular trips. Much traffic on downtown-area freeways seeks merely to get past downtown, thereby worsening the level of congestion for those seeking access to downtown. A number of European cities have begun to develop a new type of transportation facility: congestion-relief toll tunnels in downtown areas. These projects appear to be economically feasible largely or entirely from premium-price tolls paid by users. Hence, they are being developed by private consortia, operating under long-term franchises from government. Other keys to the feasibility of such projects are peak/off-peak pricing structures (congestion pricing), nonstop electronic toll collection, and restriction of use to auto-size vehicles only (to reduce tunnel dimensions and therefore capital investment). Preliminary analysis indicates that congestion-relief bypass tunnels for downtown Los Angeles and San Francisco would be economically feasible as private business ventures, if developed along European lines. Similar approaches might be applied to other controversial freeway projects in both cities, and to restructuring Boston's huge and controversial Central Artery/Tunnel project. Congress has already authorized public-private partnerships of this type, permitting private capital and private owner/operation to be used, both for new projects and to rebuild existing highway, bridge, and tunnel facilities. Six states and Puerto Rico have enacted private-tollway legislation under which such projects could be developed and operated. -
City of Cuero Council Meeting Agenda October 28, 2014
CITY OF CUERO COUNCIL MEETING AGENDA OCTOBER 28, 2014 Notice is here by given for a meeting of the City Council of the City of Cuero to be held on October 28, 2014 at 5:45 P.M.located at City Hall Council Chambers, 212 E. Main Street, Cuero, Texas 77954, for the purpose of considering the following agenda items. The City Council of the City of Cuero will meet, consider, deliberate and may take action on all agenda items. 1. Call To Order And Announce A Quorum Is Present 2. Invocation Led by James K.Crain, III 3. Pledge Of Allegiance to the American Flag and the Texas Flag Led by W.T. "Tony" Allen. Documents: US and Texas Pledge.pdf 4. Ordinances - Emergency Reading 4.1. Discuss/Consider And Possible Action On Ordinance No. 2014 -48, Amending Title V, Chapter 52, Sewers, Section 52.60 (A) And Declaring An Emergency. Documents: Amend Sewer Charges for 52 60(a) 2014.pdf 4.2. Discuss/Consider And Possible Action On Ordinance No. 2014 -49, Warranty Deed On Property Owned By Lancaster Industries, Inc. Located At 514 W. Sarah Authorizing The Mayors Execution Of All Documents Associated With The Property And Declaing An Emergency. Documents: ORDINANCE 2014 -49 Lancaster Deed.pdf, Lancaster-City of Cuero.pdf 5. Resolutions 5.1. Discuss/Consider And Possible Action On Awarding The Bid For Annual Fuel For The City Of Cuero Documents: Copy of Fuel Bid Tabulaton for Bid Invitations for Fuel.pdf, RESOLUTION NO 2014 -25 Fuel Bid Approval.pdf 5.2. Discuss/Consider And Possible Action To Award Bid For For U.S. -
A New Approach to Private Roads
TRANSPORTATION Using an innovative method for awarding franchise rights, states can entice more effective private investment in highways. A New Approach to Private Roads BY EDUARDO ENGEL Yale University RONALD FISCHER AND ALEXANDER GALETOVIC Universidad de Chile uring most of the twentieth bined extension of more than 10,000 miles in 1821. century, highways, tunnels, and bridges Are there any advantages to privatizing roads? Before com- were viewed as public goods that gov- paring private and public provision of transport infrastructure, ernment must provide. By the end of it is useful to clarify what is meant by those terms. Under pub- the century, however, chronic budget- lic provision, the government designs, finances, and operates the ary problems had led governments to infrastructure project. Private firms may participate in the build- allow some participation of private ing stage and may even be selected in competitive auctions. But firms in financing, building, and operating infrastructure once the facility is built, the government operates and maintains Dprojects. For example, worldwide private investment in trans- it. Taxpayers pay construction costs and, even when users pay port infrastructure went from almost nothing before 1990 to tolls, the revenues are not directly related to construction costs. $10 billion in 1990-91 and almost $30 billion in 1997-98. By contrast, when roads are privatized, a concessionaire Massive projects like the Second Severn Bridge in Great finances, builds, and maintains the facility. The franchise owner Britain, the Guangzhou-Shenzen highway in China, or the collects tolls until the concession term ends, and the facility is 1,000 miles of upgraded Panamerican Highway in Chile have transferred to the government — usually 20 to 30 years later. -
Private Highway Directional Signing
Private Highway Directional Signing Guidance and Criteria for Assessment of Applications This document is intended as a guide for operators or owners of establishments or facilities intending to apply for directional highway signs. The signs are usually black text and border on a white background and may be proposed for destinations that are not eligible for the ‘brown’ tourist signs. Private Highway Directional Signing may be considered appropriate where “a permanently established premises, building, facility or establishment who’s predominant purpose is for local or community use but is also available for use by visitors from outside of the local area.” To be considered eligible for private highway directional signing in West Sussex an establishment will have to satisfy a number of criteria and be assessed against a range of traffic management, road safety and environmental issues relevant to the local area. The final decision whether to approve and offer private highway directional signing rests with the highway authority. It is recognised that clear signing can aid the movement of road users and pedestrians throughout the County. However, too many signs can result in a situation that is confusing for road users and pedestrians as well as resulting in a deformation of the predominantly rural nature of West Sussex. West Sussex County Council signed up for Campaign for the Protection of Rural England’s clutter challenge in 2005 and is committed to reducing the number of unnecessary signs on the highway. County Roads / Trunk Roads and Motorways The County Council is the highway authority for maintainable roads in West Sussex, excepting Trunk Roads and Motorways that are the direct responsibility of the Highways England. -
An Economic Argument for Privatization of Highway Ownership
14 TRANSPORTATION RESEARCH RECORD 1107 An Economic Argument for Privatization of Highway Ownership DAVID GELTNER AND FRED MoAVENZADEH There are four potential economic justifications for privatizing power," like monopolies or cartels, and it would be found highways: greater revenues without Increased taxes, improved feasible and advantageous to charge tolls that were too high highway use efficiency, production efficiency of maintenance, and to provide too little quantity or quality of road, from a and quality of highway services. However, because of market social perspective). (c) Related to the preceding two points are imperfections of laissez.faire private provision of highways, the economic feasibility and desirability of privatization "externalities" associated with highway production (i.e., costs depend on regulatory structures to efficiently control and miti or benefits of producing highways that cannot be traded in any gate potential problems of excess tolls and inadequate mainte market, such that the highway producer cannot "experience" nance. Possible types of regulatory structures are discussed. these costs or benefits and take them into account in his produc tion decision). Another source of market failure sometimes mentioned regarding highways is economies of scale or Throughout history, and in virtually all lands, most highways "lumpy" capacity in highway production, but this is just a have been built, owned, and ma.intained by governments. There technical reason underlying (b ). hove been some important exceptions to this rule, perhaps most These sources of "imperfection" represenr the basic the notably the case of Great Britain during the Industrial Revolu oretical justification for government provision of highways, tion before the advent of the railroads. -
The Effects of Public Private Partnerships on Road Safety Outcomes T ⁎ Daniel Albalate, Paula Bel-Piñana
Accident Analysis and Prevention 128 (2019) 53–64 Contents lists available at ScienceDirect Accident Analysis and Prevention journal homepage: www.elsevier.com/locate/aap The effects of public private partnerships on road safety outcomes T ⁎ Daniel Albalate, Paula Bel-Piñana Universitat de Barcelona, Departament d’Econometria Estadística i Economia Aplicada, Av. Diagonal 690, 08034 Barcelona, Spain ARTICLE INFO ABSTRACT JEL classifications: Public Private Partnerships (PPP) have become common in providing high-quality infrastructure in many H23 countries worldwide. One of the main reasons for PPP agreements is to improve efficiency and quality in the I18 delivery of public services, as well as to boost investments for expensive projects. Despite PPPs having been l33 particularly widespread in the case of the construction and rehabilitation of high-capacity road infrastructure, Keywords: their impact in terms of road safety outcomes is still unexplored. This paper studies the effects of PPPs on road Public private partnership safety outcomes by taking advantage of the variety of production models provided in the Spanish highway Highway network. Results based on a panel-data fixed-effects method show that the most relevant aspect influencing road Road safety safety outcomes is the quality of design of the road. However, we find evidence suggesting that privately op- Management erated highways (PPPs) are positively correlated with better road safety outcomes for roads with similar quality. This finding that should be confirmed by further research raises interest in the mechanisms that couldproduce this link between management models and road safety. 1. Introduction authorities worldwide. From 1990–2015 governments around the world have awarded Road accidents are among the main causes of death around the more than 950 PPP road projects with a total amount of investment of world. -
Private Provision of Highways: Economic Issues
Private Provision of Highways: Economic Issues Kenneth A. Small University of California at Irvine June 21, 2009 Version accepted for publication, Transport Reviews (see below) Author contact information: Department of Economics University of California at Irvine Irvine, CA 92697-5100 USA tel: +1-949-824-5658 fax: +1-949-824-2182 [email protected] JEL codes: H44, H54, L91, R42 Keywords: privatization, road finance, toll road, road pricing, public-private partnership Acknowledgment: This author is grateful to the Show-Me Institute, St. Louis, Missouri, for financial support, and thanks Germà Bel, Dan Bogart, Alexander Galetovic, Joe Haslag, Chris Nash, Clifford Winston, and anonymous referees for helpful comments. All facts and opinions expressed are the sole responsibility of the author. Author Posting. © Taylor & Francis, 2010. This is the author's version of the work. It is posted here by permission of Taylor & Francis for personal use, not for redistribution. The definitive version was published in Transport Reviews, Volume 30 Issue 1, January 2010. doi:10.1080/01441640903189288 (http://dx.doi.org/10.1080/01441640903189288) Also at: http://www.informaworld.com/smpp/content~db=all~content=a917370884 Private Provision of Highways: Economic Issues Abstract This paper reviews issues raised by the use of private firms to finance, build, and/or operate highways — issues including cost of capital, level and structure of tolls, and adaptability to unforeseen changes. The public sector’s apparent advantage in cost of capital is at least partly illusory due to differences in tax liability and to constraints on the supply of public capital. The evidence for lower costs of construction or operation by private firms is slim. -
Private Highway Specifications
1. PURPOSE. The purpose of this specification is to provide for the public safety, good, necessity and convenience of the residents of Norwich and users of private highways in Norwich and to assist in the implementation of long range plans and objectives of the Town of Norwich as set forth in the Norwich Town Plan and the Subdivision and Zoning Ordinances. 2. INTRODUCTION AND APPLICATION 2.1 The following specifications for construction of highways must be met for any highway serving two or more, but less than eleven lots or serving any lot with more than two dwelling units. 2.2 Any highway serving eleven or more lots or units must meet the Specifications for Town Highways. Any highway to be transferred to Town ownership and maintenance must meet the Specifications for Town Highways. Any highway serving a subdivision which, considered as a whole, involves eleven or more lots or units must meet the Specifications for Town Highways. 2.3 A Norwich Highway Access Permit is required for Private Highways accessed from a Town highway. 3. DESIGN, LAYOUT AND CONSTRUCTION STANDARDS. 3.1 Right of Way: The right of way shall be 50 feet in width, with additional easement areas for maintaining slopes, drainage, and sight lines where necessary. The highway shall be built in the center of the right of way and shall be sufficiently cleared to permit and facilitate snow removal and proper maintenance of drainage ditches, culverts, slopes and banks, turnoffs and turnarounds. 3.2 Highway Sub-grade and Surface Preparation: The highway shall have a minimum depth of 12 inches of packed gravel.