Presented to : I 710 Project Committee June 30, 2011

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1 Presented to : I 710 Project Committee June 30, 2011

2 Overview Metro s Public Private Partnership (PPP) program Traffic Effects of Tolling Trucks on I 710 Statutory Authority for Tolling Interstate Highways

3 Metro s Public Private Partnership (PPP, or P3) Program Evaluating potential for PPPs to help achieve earlier delivery of highway and transit projects I 710 is one of seven projects being evaluated

4 Why Consider a PPP for I 710? Total cost of I 710 South approx. $7 8 billion Measure R includes $590 million for I 710 South I 710 Major Corridor Study identified truck way tolls as a potential revenue source Metro Long Range Transportation Plan identifies tolls as potential source for financing I 710 A PPP with toll financing could provide an opportunity for earlier project delivery with less public funding

5 Assumed Toll Structure Tolls on trucks only; no tolls on passenger vehicles Per mile toll toward lower end of truck tolls on other Southern California toll roads $10 peak period toll for 5 axle truck to travel the 16 mile length of Freight Corridor (south of I 5 to Long Beach) Half tolls during off peak periods Also evaluate benefits and impacts of tolling trucks using general purpose lanes

6 Tolling Scenarios 1) Truck Tolls on both General Purpose lanes and on Freight Corridor (GP+FC) 2) Truck Tolls on Freight Corridor only (FC only)

7 Key Traffic Issues to be Evaluated Shifts of trucks between Freight Corridor (FC) and General Purpose (GP) lanes Diversion of trucks from I 710 to other freeways and arterial streets How these diversions and shifts differ if truck tolls applied to both GP+FC vs. if tolls applied to FC only How would truck tolls affect achievement of important corridor objectives?

8 Screenline Location

9 Screenline Truck Traffic Comparisons No Build PM Peak Hour Non Toll GP+FC toll FC only toll

10 Comparisons to Non Toll Scenario Percentage of trucks shifting off I 710: Daily Peak Hours Both GP+FC tolls 25% 20 28% FC only tolls 6% 7 12% Percentage change in truck volumes: Freight Corridor GP lanes Daily Peak Hrs Daily Peak Hrs Both GP+FC tolls 8% 11 20% 62% 52 78% FC only tolls 23% 13 22% +30% %

11 Comparisons to No Build Alternative (Year 2035 total daily traffic) Change in trucks on 710 Shift of trucks from GP lanes to FC Change in trucks on 110 and 605 Change in trucks on arterials Non Toll Both GP+FC Toll +23,000 23,000 12,000 2,900 +6,500 36,000 2, FC only Toll +19,000 17,000 10,000 2,500

12 Key Findings and Conclusions: Tolling FC Only Traffic impacts of tolling the Freight Corridor only are similar to (though somewhat less than) Alternative 6 with no tolls: Attracts a high volume of trucks into FC Reduces truck traffic on the I 110 and I 605 freeways Reduces truck traffic on the parallel arterials

13 Key Findings and Conclusions: Tolling GP+FC Traffic impacts of tolling both GP+FC are notably different than Alternative 6 with no tolls: Diverts most trucks out of the GP lanes Shifts more trucks into FC Provides little relief to I 110 and I 605 freeways Provides no relief to parallel arterial streets

14 Can trucks in GP lanes be tolled? Results of Nossaman research Per federal statute, unless otherwise excepted, all interstate highways must be toll free. Current exceptions relating to Interstates include: Value Pricing Pilot Program Express Lanes Demonstration Program The Interstate System Reconstruction and Rehabilitation Pilot Program The Interstate System Construction Toll Pilot Program

15 Value Pricing Pilot Program (VPPP) Allows 15 applicants to toll federal aid highways (including Interstates) when implementing approved projects imposing various types of pricing, including congestion pricing and tolls. If the applicant is a state department of transportation, the VPPP applies to any highway in the state.

16 Tolling Authority Under the VPPP Caltrans must apply to the Federal Highway Administration (FHWA) for tolling authority for a specific project If the application is approved, a cooperative tolling agreement must be executed between Caltrans and FHWA Decisions on toll rates are made by the state or the tolling authority, and do not require review by FHWA