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TOLL TRUCKWAYS: A New Path Toward Safer and More Efficient Freight Transportation By Peter Samuel, Robert W. Poole, Jr., and José Holguin-Veras : 

TOLL TRUCKWAYS: A New Path Toward Safer and More Efficient Freight Transportation By Peter Samuel, Robert W. Poole, Jr., and José Holguin-Veras ﴀ ﴀ

Today’s Dilemma: Safety vs. Productivity: 

Today’s Dilemma: Safety vs. Productivity Safety—nearly 5,000 deaths per year from car/truck accidents Productivity Longer combination vehicles (LCVs) can haul more than twice as much freight as conventional 18-wheelers Truck shipping is $610 billion/year business; 10% saving is $61 billion

Current U.S. Truck-Trailer Combinations: 

Current U.S. Truck-Trailer Combinations

Toll Truckways: a win-win proposition: 

Toll Truckways: a win-win proposition Heavy-duty lanes designed for LCVs Built in existing right of way on long-distance Interstate routes Open (voluntarily) to all trucks; mandatory for LCVs in non-LCV states Self-funding from tolls, charged electronically

USDOT Truck Size & Weight Study (August 2000): 

USDOT Truck Size & Weight Study (August 2000) Studied costs & benefits of beefing up Interstates/National Network Net savings ranged from $9B to $40B per year Did not resolve the safety issue Did not resolve the funding issue Did not resolve the political issue

Lessons from Canada and Australia: 

Lessons from Canada and Australia Large countries with long distances, like USA Trucking is major player in long-haul freight Much further along in liberalizing size & weight regulations Two key innovations B-coupling Tridem axles

Key Innovations: B-Coupling and Tridem Axles: 

Key Innovations: B-Coupling and Tridem Axles

Simulation Modeling: 

Simulation Modeling Civil engineering team at CCNY Pavement design Productivity-gain estimates Economic feasibility Financial feasibility

Pavement Analysis: 

Pavement Analysis Interstate corridor (used I-35 in TX) 3 existing lanes + new Truckway 40,000 ADT, 20% trucks Modeled many scenarios

Productivity Analysis: 

Productivity Analysis Modeled only 18-wheeler and long double States with/without LCV freeze Huge productivity gains, especially in states with freeze: 18-wheeler: 62% to 115% more payload Long double: 57% to 492% more payload

Economic Analysis: 

Economic Analysis Toll = one-half of cost savings Tolls ranged from $0.43 to $1.86/mi. But used only $0.40 to $0.80/mi. Tolls would cover capital & operating costs in most scenarios

Financial (ROI) Analysis (example): 

Financial (ROI) Analysis (example) Traffic Toll = $0.40/mi. Toll = $0.80/mi. 25% Trucks (1000) 4.12% 9.17% 50% trucks (2000) 8.85% 17.34% 75% trucks (3000) 13.04% 25.31% 100% trucks (4000) 16.97% 33.19%

Political Feasibility Analysis: 

Political Feasibility Analysis Would truckers pay 40-80 cents/mile? Ohio Turnpike tolls for LCVs: 38-43 cents/mi. Fuel taxes on LCVs: 16 cents/mi. Total now paid: 54-59 cents/mi. If charged only toll on TTW, 40-80 cents is in the ballpark.

Implementing No-Double Taxation on TTWs: 

Implementing No-Double Taxation on TTWs Rebate of federal + state diesel tax Miles recorded by electronic toll system Periodic payments by state tax agency to each trucking company

Impact of Truckway Fuel-Tax Rebates ($ per lane-mile of Toll Truckway): 

Impact of Truckway Fuel-Tax Rebates ($ per lane-mile of Toll Truckway)

Needed Policy Changes: 

Needed Policy Changes Provision of right of way in Interstate/National Network corridors Liberalized size & weight limits on Toll Truckway lanes Removal of ban on Interstate tolling for Toll Truckway lanes Exemption from federal & state diesel tax for miles driven on Toll Truckways

Conclusion: 

Conclusion Large reductions in shipping costs Increased highway safety Reduced highway emissions Increased highway capacity, self-funded