# Presentation: 691850

## TOLL TRUCKWAYS:Increasing Productivity and Safety in Goods MovementBy Robert W. Poole, Jr., and Peter Samuel

***TOLL TRUCKWAYS:****Increasing Productivity and Safety in Goods Movement**By Robert W. Poole, Jr., **and Peter Samuel*

- <date/time>

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## The Problem:

**Truck-serving Interstates need more lanes—but states have insufficient funding.**
**Tolls could be a major new funding source—but trucking industry  opposes tolling.**
**The Challenge: How can we make tolled truck lanes a good deal for truckers?**

## What does trucking indusry want, that it’s not getting?

**Greater productivity—i.e., more payload per driver**
**In cities, reliable trip times for just-in-time delivery**

## Trucking Could Be Far More Productive

**Rail labor productivity has increased four-fold since 1980.**
**But in trucking, one driver still hauls (mostly) one trailer.**
**Longer combination vehicles (LCVs) can more than twice as much freight as conventional 18-wheelers**
**Truck shipping is $610 billion/year business; 10% saving is $61 billion**

## What Are LCVs?

## Safety Issues Holding Up Change

**5,000 deaths/year from car-truck crashes.**
**Highway safety groups against expanding territory of LCVs.**
**Federal (1991) “LCV freeze” restricts use to western states and a few eastern turnpikes.**

## Existing LCV Routes

## Toll Truckways: a win-win proposition

**Heavy-duty lanes designed for LCVs**
**Built in existing right of way on Interstate routes**
**Open (voluntarily) to all trucks; mandatory for LCVs in non-LCV states**
**Self-funding from tolls, charged electronically**

## Phase I Study: Simulation Modeling

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

## Phase I Conclusions

**In many long-haul scenarios, it would make sense for truckers to pay high tolls to be able to use LVCs.**
**In some scenarios, toll revenues would be enough to pay the cost of separate new lanes in existing ROW.**

## Phase II Study: Pilot Long-Distance Corridors

**National FHWA database**
**Freight Analysis Framework**
**Hwy. Performance Monitoring System**
**Relative Financial Feasibility:**
**Revenue criteria**
**Cost criteria**

## Revenue Criteria

**Gross truck volume (2020)**
**Long hauls**
**Congestion**
**Connectivity to existing LCV routes**
**Trucking industry input**

## Cost Criteria

**Right of Way Availability**
**	****	****Minimum 48 ft. median**
**	****	****One lane each direction plus shoulders**
**	****	****Concrete center and side barriers**
**	****	****Passing lanes every few miles**
**Terrain Factors**
**	****	****Flat**
**	****	****Hilly**
**	****	****Mountainous**

## Proposed Toll Truckway Pilot Corridors

## Phase III: Urban Toll Truckways

**Need to quantify:**
**Time savings**
**Payload increase**
**Higher-cost lane additions**

## Urban Toll Truckway Productivity

***Urban Toll Truckway Productivity***

|  | Mixed freeway
semi-trailer | Mixed freeway
double-shorts | Truckway
semi trailer | Truckway
double-short | Truckway
triple-short | Truckway
double-long |
| --- | --- | --- | --- | --- | --- | --- |
| Payload | 45,000 lbs | 45,000 lbs | 45,000 lbs | 45,000 lbs | 67,500 lbs | 90,000 lbs |
| metric tons | 20t | 20t | 20t | 20t | 30t | 40t |
| 100 mile delivery - 2004 freight rates | $500  | $500  | $500  | $500  | $750  | $1,000  |
| Average speed on the road | 38mph | 38mph | 60mph | 60mph | 60mph | 60mph |
| Miles driven in 8-hr shift (6 hrs driving) | 228 miles | 228 miles | 360 miles | 360 miles | 360 miles | 360 miles |
| Revenue from 6 hrs payload at 2004 rates | $1,140  | $1,140  | $1,800  | $1,800  | $2,700  | $3,600  |
| Variable costs | $684  | $684  | $684  | $684 | $1,007  | $1,165  |
| Available for overhead, profits, tolls | $456  | $456  | $1,116  | $1,116  | $1,693  | $2,435  |
| Extra earnings from using truckway/shift/day |  |  | $660  | $660  | $1,237  | $1.979  |
| Drop assumption of no change in freight rates |  |  |  |  |  |  |
| Assume the extra productivity split 3 ways |  |  | 3x$220 | 3x$220 | 3x$412 | 3x$660 |
| Shipper's savings on 100 mile delivery, % |  |  | $61    12.2% | $61    12.2% | $76     15.2% | $91     18.3% |
| Additional for trucker overhead & profit/day |  |  | $220     43% | $220   43% | $412     90% | $660   x1.45 |
| Truck tollway - possible toll per mile |  |  | 61c/mile | 61c/mile | $1.15/mile | $1.83/mile |

## Key Urban Truckway Features

**Two (14’) lanes each way**
**Concrete jersey barrier separation**
**Separate access/egress ramps**
**Nodes (make-up/breakdown yards)**
**Variable tolling, all-electronic**
**Voluntary for conventional rigs, mandatory for LCVs**
**Located in existing freeway corridors**

## Twin Ports to Nevada Truckway

**I-710,I-210, SR 60, I-10 among top 7 truck volumes nationally (2020)**
**Trucks often 10% of traffic, 30% of capacity**
**4-lane truckway ports to I-15, 2-lane (+ passing lanes) I-15 to NV border**
**Urban segment: 292 lane-mi., $8.4B**
**Rural segment: 380 lane-mi., $2.0B**

## Ports - Nevada Toll Truckway

## Analysis of Ports-Nevada Truckway

**Assume 3% annual truck traffic growth**
**Medium-term urban: 50% of trucks @****$1.00/mi (2004) average toll**
**Medium-term rural: 60% of trucks @ $0.40/mi. (2004) average toll**
**Results: both segments financially feasible (urban NPV = $16.7B, rural NPV = $5.5B)**

## Oakland-Valleys Truckway

**Link Port of Oakland to Silicon Valley and Stockton/Tracy**
**80% of Bay Area goods-movement is by truck**
**325 lane-miles, all 4-lane**
**$9.1B construction cost (using SCAG figures)**

## Oakland – Valleys Toll Truckway

## Analysis of Oakland-Valleys Truckway

**Truck traffic from federal FAF**
**Medium-term: 60% of truck traffic**
**$1.00/mile average toll (2004)**
**Results: financially feasible (NPV of $12.4B vs. cost of $11.9B, in 2004 $)**

## Needed Policy Changes

**Provision of right of way in Interstate and freeway corridors (federal and state)**
**Liberalized size & weight limits on Toll Truckway lanes (federal and state)**
**Removal of ban on Interstate tolling for Toll Truckway lanes (federal and state)**
**State enabling legislation for tolling, regional joint powers authorities**

## Conclusion: toll truckways could be a win-win proposition 

**Increased goods-movement capacity, paid for by users**
**Reductions in shipping costs****	**
**Increased highway safety**
**Reduced highway emissions**