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October 2013 Using Technology to Improve Transportation: All Electronic-Tolling and Beyond Transcript Introduction customer-facing and most customer- Underinvestment has put pressure on focused of all government services. STEVE POFTAK: Thanks to all of transportation providers to improve service. Trust in government is another aspect Fiscal pressures have limited the resources you for coming today and joining us. available to make those improvements. of transportation. And technology is a I’d also like to thank our partners who Technology off ers the opportunity to way for us to show our customers that leverage smaller investments by improving have put this together: Joseph Giglio customer services, enhancing operating we can improve their experience. from the Center for Strategic Studies effi ciencies, and increasing revenue. at the D’Amore-McKim School of I think the gold standard in our To explore the potential of new technologies to make transportation Business at Northeastern University business is giving more time back work more effi ciently, faster, and safer, the and Greg Massing at the Rappaport to people. Whether it’s standing on conference “Using Technology to Improve Transportation: All-Electronic Tolling and Center for Law and Public Service at a platform at Alewife or standing in Beyond” was held on May 7, 2013 at the Suffolk University. line at the Registry of Motor Vehicles, Suff olk University Law School. it is giving people more time back. Here in Massachusetts, we’ve just The Conference was co-sponsored by The Technology holds tremendous promise Rappaport Institute for Greater Boston, The gone through another round of Center for Strategic Studies at the D’Amore- to accomplish these goals that we have legislative and executive branch McKim School of Business at Northeastern in transportation. -
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. -
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. -
Tolling and Transponders in Massachusetts
DRIVING INNOVATION: TOLLING AND TRANSPONDERS IN MASSACHUSETTS By Wendy Murphy and Scott Haller White Paper No. 150 July 2016 Pioneer Institute for Public Policy Research Pioneer’s Mission Pioneer Institute is an independent, non-partisan, privately funded research organization that seeks to improve the quality of life in Massachusetts through civic discourse and intellectually rigorous, data-driven public policy solutions based on free market principles, individual liberty and responsibility, and the ideal of effective, limited and accountable government. This paper is a publication of the Center for Better Government, which seeks limited, accountable government by promoting competitive delivery of public services, elimination of unnecessary regulation, and a focus on core government functions. Current initiatives promote reform of how the state builds, manages, repairs and finances its transportation assets as well as public employee benefit reform. The Center for School Reform seeks to increase the education options available to parents and students, drive system-wide reform, and ensure accountability in public education. The Center’s work builds on Pioneer’s legacy as a recognized leader in the charter public school movement, and as a champion of greater academic rigor in Massachusetts’ elementary and secondary schools. Current initiatives promote choice and competition, school-based man- agement, and enhanced academic performance in public schools. The Center for Economic Opportunity seeks to keep Massachusetts competitive by pro- moting a healthy business climate, transparent regulation, small business creation in urban areas and sound environmental and development policy. Current initiatives promote market reforms to increase the supply of affordable housing, reduce the cost of doing business, and revitalize urban areas. -
Toll Facilities in the United States
TOLL FACILITIES US Department IN THE UNITED of Transportation Federal Highway STATES Administration BRIDGES-ROADS-TUNNELS-FERRIES February 1995 Publication No. FHWA-PL-95-034 TOLL FACILITIES US Department of Transporation Federal Highway IN THE UNITED STATES Administration Bridges - Roads - Tunnels - Ferries February 1995 Publication No: FHWA-PL-95-034 PREFACE This report contains selected information on toll facilities in the United States. The information is based on a survey of facilities in operation, financed, or under construction as of January 1, 1995. Beginning with this issue, Tables T-1 and T-2 include, where known: -- The direction of toll collection. -- The type of electronic toll collection system, if available. -- Whether the facility is part of the proposed National Highway System (NHS). A description of each table included in the report follows: Table T-1 contains information such as the name, financing or operating authority, location and termini, feature crossed, length, and road system for toll roads, bridges, tunnels, and ferries that connect highways. -- Parts 1 and 3 include the Interstate System route numbers for toll facilities located on the Dwight D. Eisenhower National System of Interstate and Defense Highways. -- Parts 2 and 4 include a functional system identification code for non-Interstate System toll bridges, roads, and tunnels. -- Part 5 includes vehicular toll ferries. Table T-2 contains a list of those projects under serious consideration as toll facilities, awaiting completion of financing arrangements, or proposed as new toll facilities that are being studied for financial and operational feasibility. Table T-3 contains data on receipts of toll facilities. -
Hitching a Ride: Every Time You Take a Drive, the Government Is Riding with You, 39 J
UIC Law Review Volume 39 Issue 4 Article 9 Summer 2006 Hitching a Ride: Every Time You Take a Drive, the Government is Riding With You, 39 J. Marshall L. Rev. 1499 (2006) Benjamin Burnham Follow this and additional works at: https://repository.law.uic.edu/lawreview Part of the Administrative Law Commons, Constitutional Law Commons, Fourteenth Amendment Commons, Fourth Amendment Commons, Legislation Commons, Privacy Law Commons, State and Local Government Law Commons, and the Transportation Law Commons Recommended Citation Benjamin Burnham, Hitching a Ride: Every Time You Take a Drive, the Government is Riding With You, 39 J. Marshall L. Rev. 1499 (2006) https://repository.law.uic.edu/lawreview/vol39/iss4/9 This Comments is brought to you for free and open access by UIC Law Open Access Repository. It has been accepted for inclusion in UIC Law Review by an authorized administrator of UIC Law Open Access Repository. For more information, please contact [email protected]. HITCHING A RIDE: EVERY TIME YOU TAKE A DRIVE, THE GOVERNMENT IS RIDING WITH YOU BENJAMIN BURNHAM* I. SMOOTH SAILING At the end of a long hard work week, you decide to skip out of the office a half-hour early on Friday to get a jump start on the weekend. At 4:27 p.m., you hastily finish up some last minute work, pack up your briefcase, and with a quick glance over your shoulder, you are out the door at exactly 4:30 p.m. You get into your car and onto the highway to start your half-hour commute home. -
Tolling and Congestion Pricing Research and Policy Support Congestion Pricing White Paper
Tolling and Congestion Pricing Research and Policy Support Congestion Pricing White Paper prepared for Oregon Department of Transportation prepared by Cambridge Systematics, Inc. June 21, 2017 www.camsys.com report Tolling and Congestion Pricing Research and Policy Support Congestion Pricing White Paper prepared for Oregon Department of Transportation prepared by Cambridge Systematics, Inc. 555 12th Street, Suite 1600 Oakland, CA 94607 date June 21, 2017 Tolling and Congestion Pricing Research and Policy Support Table of Contents Executive Summary .................................................................................................................................... ES-1 Tolling ................................................................................................................................................. ES-1 Congestion Pricing ............................................................................................................................. ES-1 Federal and State Laws ..................................................................................................................... ES-2 Applications of Tolling ............................................................................................................................... ES-3 Major Considerations and Issues ............................................................................................................. ES-5 1.0 Introduction ................................................................................................................................................ -
Tolling U.S. Highways and Bridges, 2017
Tolling U.S. Highways and Bridges Robert S. Kirk Specialist in Transportation Policy August 4, 2017 Congressional Research Service 7-5700 www.crs.gov R44910 Tolling U.S. Highways and Bridges Summary The Federal-Aid Road Act of 1916 (39 Stat. 355), which provided federal funds to states for highway construction, included the requirement that all roads funded under the act be “free from tolls of all kinds.” Following the funding of the Interstate System in 1956, the “freedom from tolls” policy was reaffirmed (23 U.S.C. §301). Although the provision still exists, exceptions to the general ban on tolls now cover the vast majority of federal-aid roads and bridges. New roads, bridges, and tunnels may be tolled, and most existing roads, bridges, and tunnels may be tolled if they are reconstructed or replaced. Yet growth in the extent of toll facilities has been slow, and some new toll projects have struggled financially. The failure, beginning in 2008, of federal highway user taxes and fees to provide sufficient revenues to fund the surface transportation program authorized by Congress has renewed interest in expanding toll financing. The Congressional Budget Office (CBO) projects that annual highway revenues, mostly from motor fuels taxes, will fall an average of $20 billion short of the amount needed to sustain the current federal surface transportation program between FY2021 and FY2025, and some Members of Congress see an expansion of tolling as a way to reduce the need for federal expenditures on roads. Congress could achieve an expansion of tolling in several ways. At one extreme, it could simply encourage tolling pilot projects on Interstate System highways, of which relatively few have been implemented to date. -
Toll Facilities in the United States
TOLL FACILITIES IN THE UNITED STATES Bridges - Roads - Tunnels - Ferries June 2005 Publication No: FHWA-PL-05-018 Internet: http://www.fhwa.dot.gov/ohim/tollpage.htm Table of Contents History and Current Policy .......................................................................................................... iv Data Explanation ........................................................................................................................... xi Fact Sheet ..................................................................................................................................... 1 Toll Mileage Trends ..................................................................................................................... 2 Table T-1: Part 1, Interstate System Toll Bridges and Tunnels in the United States ........................... 3 Part 2, Non-Interstate System Toll Bridges and Tunnels in the United States ................... 4 Part 3, Interstate System Toll Roads in the United States .................................................. 9 Part 4, Non-Interstate System Toll Roads in the United States ......................................... 13 Part 5, Vehicular Toll Ferries in the United States ............................................................ 17 Table T-2, Other Proposed Toll Facilities .................................................................................. 21 Appendix .................................................................................................................................... -
Structuring PPP Toll-Road Contracts to Achieve Public Pricing Objectives
The Engineering Project Organization Journal (June 2011) 1, 143–156 Structuring PPP toll-road contracts to achieve public pricing objectives MARTHA GROSS1 and MICHAEL GARVIN2∗ 1Virginia Tech, Myers-Lawson School of Construction, Blacksburg, VA 24061 USA 2Virginia Tech, Myers-Lawson School of Construction, 310A Bishop Favrao Hall, (0188), Blacksburg, VA 24061 USA Received 21 January 2011; accepted 12 March 2011 Although the success of public–private partnership (PPP) contracts is often evaluated on financial terms, an even more fundamental question is whether these contracts achieve the public objectives for which they were designed. The state’s responsibility as contracting agency for public infrastructure gives it a crucial role in defin- ing these goals, which fall into multiple categories and can vary for each procurement. For toll-road PPPs, the category of pricing objectives is a significant component of these broader public goals. Such pricing objectives often include (1) achieving an affordable toll rate, (2) managing congestion and (3) minimizing state subsidy/ maximizing up-front payment from concessionaires. To identify the specific PPP contract elements which support these pricing-related objectives, the method of qualitative comparative analysis was applied. Through this recently developed approach for evaluating qualitative data quantitatively, patterns of PPP contract strategies which correspond to the three common pricing objectives above were identified through evaluation of 18 projects throughout the world. The analysis indicated, for instance, that PPPs targeting the objective of affordable tolls typically exhibited contracts with downside risk-sharing provisions or longer contract durations, while toll roads which prioritized congestion management used variable tolling but frequently avoided such downside risk-sharing clauses. -
Technology Scan for Electronic Toll Collection Our Mission
Research Report KTC-08-15/SPR359-08-1F KENTUCKY TRANSPORTATION CENTER TECHNOLOGY SCAN FOR ELECTRONIC TOLL COLLECTION OUR MISSION We provide services to the transportation community through research, technology transfer and education. We create and participate in partnerships to promote safe and effective transportation systems. OUR VALUES Teamwork Listening and communicating along with courtesy and respect for others. Honesty and Ethical Behavior Delivering the highest quality products and services. Continuous Improvement In all that we do. Research Report KTC-08-15/SPR359-08-1F Technology Scan for Electronic Toll Collection by Joseph D. Crabtree, Ph.D., P.E. Candice Y. Wallace and Natasha J. Mamaril Kentucky Transportation Center College of Engineering University of Kentucky Lexington, Kentucky in Cooperation with The Kentucky Transportation Cabinet and The Federal Highway Administration The contents of this report reflect the views of the authors, who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the views or policies of the University of Kentucky, the Kentucky Transportation Cabinet, or the Federal Highway Administration. June 2008 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No KTC-08-15/SPR359-08-1F 4. Title and Subtitle 5. Report Date Technology Scan for Electronic Toll Collection June 2008 6. Performing Organization Code 7. Author(s) Joseph D. Crabtree, Candice Y. Wallace, and 8. Performing Organization Report No. Natasha J. Mamaril KTC-08-15/SPR359-08-1F 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Kentucky Transportation Center College of Engineering 11. Contract or Grant No.