In This Issue

	Gas Tax Increase Needed for Bridges, Roads
	Green Line Hits Red Light?
	Washington Treasurer: Tolls Imperative on 2 Bridges
	Pollutant-Free Bus Unveiled at Univ. of Delaware
	ConnDOT Official Hopes to Link Transportation and Development
	VDOT Dismisses I-81 Truck Lanes
	BRT Route Sparks Controversy
	Bill Axes Turnpike Commission
	Authority Seeks State $ for Toll Road Construction
	National Work Zone Awareness Week

Gas Tax Increase Needed for Bridges, Roads

Michigan - Ten percent of Michigan’s bridges were built with a faulty concrete in the 1970’s which is now failing dramatically, and a bipartisan group of state lawmakers hopes to pay for repairs with a gas tax increase. The proposed bill to raise the state gas tax by 9 cents a gallon over three years was announced last week by State Rep. Hoon-Yung Hopgood, D-Taylor, the House Transportation Committee Chair and State House Minority Leader Craig DeRoche, R-Novi.

Nearly 1,300 bridges were built with the faulty experimental concrete, and will cost the state an average of $500,000 apiece to fix or replace. In March alone, several vehicles were struck by pieces of falling concrete from bridges in the Detroit area. Roads in the state are also in need of repair, with only 47 percent reported in good condition last year by the Road Information Program.

The tax increase was proposed by the Michigan Transportation Team, an association of business, labor and construction groups. They report that motorists in the state who drive 20,000 miles per year pay only $31 per month in gasoline tax and user fees. The proposed increase would add about $5-$10 per month to a driver’s monthly costs.

Green Line Hits Red Light?

Massachusetts - The proposed Green Line light rail extension in Massachusetts is at risk because of unstable funding and the extremely poor financial state of the Massachusetts Bay Transportation Authority. An independent study, conducted by the Transportation Finance Commission, reports that the biggest upcoming project, the long-promised Green Line extension from Somerville to Medford, cannot be completed because the state does not have a financial plan in place to complete the project.

While the state is required to complete the $608 million line as a result of a 1991 agreement with the Conservation Law Foundation, the state’s public transportation system is already facing a $20 billion shortfall over the next two decades for maintenance and operating expenses alone, not including new projects. The commission’s report states that there is no solid plan to build the Green Line, and the state could not afford the operating expenses if the project were completed. If the state does not complete the line, it risks losing federal transportation funding as well, according to an attorney with the Conservation Law Foundation.

“There is no plan for how to fund the Somerville project. There may be a commitment, but what good is a commitment without the money to pay for it?” said Steve Silveira, the chairman of the Transportation Finance Commission. “The Green Line is in jeopardy because the entire system is in jeopardy; a shortfall of $15 to $19 billion should raise concerns for everybody.” A follow up report with recommendations to solve the issues raised in the initial report is expected to be released within the next month, said Silveira.

Washington Treasurer: Tolls Imperative on 2 Bridges

OLYMPIA – Two Washington bridges must institute tolls in order to pay for the proposed rebuilding of the Evergreen Point Bridge. State Treasurer Michael Murphy says he is not willing to sell bonds for the Evergreen project until lawmakers levy tolls on both the I-90 crossing and the new bridge. Murphy has rejected the state finance plan for the project, and says lawmakers should institute tolls before the new state Route 520 Bridge is completed. The most recent financing plan falls billions of dollars short, even with the $1.2 billion expected to come from the Evergreen Point Bridge toll revenue.

Gov. Christine Gregoire and House and Senate transportation leaders want to start the project now, and worry about how to pay for it later. Murphy could put a stop to that plan, because the project cannot begin if he refuses to authorize the bonds. “I will not authorize the debt to be issued for a project that can’t pay for itself,” he said. “In order for the thing to work, both bridges – period – need to be tolled, not parts of bridges, not certain lanes.”

Murphy says that lawmakers need to face reality. His report says, “To be financially feasible, the state must elect either to 1) toll both the SR 520 and I-90 bridges and/or 2) contribute additional funds to the project construction costs. Without additional funds, some tolling of both bridges will likely be necessary prior to completion of the project. Under the current assumptions, if only SR 520 were tolled, financing would fall 31 to 33 percent short of funds needed for the project.”

The treasurer agrees with transportation leaders that replacing the bridge is an imperative public safety project, and the only way to accommodate the rapidly growing transportation needs of the region is with a six-lane bridge. He said that he recognizes that the tolls are controversial, but that by starting to pay for the bridge upfront, taxpayers will save hundreds of millions of dollars over time.

We don’t go looking for particular stories each week. Some have said we just put in stories that speak favorably of toll roads. A review of our past issues of the Tom Warne Report would reveal otherwise. Specific stories aren’t left out because they don’t fit some agenda we are working on. We just share what is being said or done around the country. These first three stories paint the picture of the funding crisis that exists in nearly every state. They further corroborate the reports that AASHTO puts out regarding our nation’s transportation needs. TW

Pollutant-Free Bus Unveiled at Univ. of Delaware

Delaware - The University of Delaware in Newark unveiled a shuttle bus on Monday which is powered by hydrogen fuel cells, a clean energy source that does not use fossil fuels and produces benign water emissions. The pollutant-free hydrogen fuel cell bus project was financed by a $1.7 million grant from the Federal Transit Administration, matched by funding from private companies in association with the university.

Over the course of the project, College of Engineering researchers studied and exhibited less expensive ways to make and operate more efficient hydrogen fuel cells, installed fuel cells in a public bus, and now plans to test the bus by operating it on a regular passenger route throughout the University’s campus. Researchers said they envision a multidisciplinary demonstration project, which also includes creating a safe and efficient hydrogen refueling station for the bus, which will eventually be used by other hydrogen-powered vehicles. The project involves educating the public and transit officials on how to develop the technology of hydrogen fuel cells.

Three main obstacles identified by researchers in the widespread use of hydrogen fuel cells to power vehicles are the cost of the cells, the ability to refuel as needed, and the ability to produce large amounts of hydrogen with minimal greenhouse gas emissions.

“My feeling is that hydrogen fuel cells are eventually going to be common in hybrid buses and cars, where they would be combined with electric storage, in the same way that hybrids now combine gasoline and electric power,” said Ajay Prasad, professor of mechanical engineering. “The fuel cell technology exists now, but we have to overcome those hurdles. When that happens, maybe in 10 or 15 years, I think you’ll see a lot more cars powered by hydrogen.” Some European cities, including London, operate a combined total of 30 hydrogen fuel cell powered buses.

ConnDOT Official Hopes to Link Transportation and Development

Connecticut - Following a nationwide search, the new deputy director of the Connecticut Department of Transportation has also become the first deputy commissioner of mass transportation and transit-oriented development in the state. One of the primary responsibilities for pioneer Albert Martin will be to link the state’s growing mass transportation system with residential and commercial development.

“Economic development associated with transportation …does not have a proven track record,” said Martin, who previously headed the Detroit Transportation Department for six years. “You have no preconceived models to follow.” Martin has impressed local residents in his first few weeks on the job as he has carefully listened to what passengers think about Connecticut’s rail and bus systems. He was present at two New York City meetings held to gather rail passenger’s input, and at a public hearing in Stamford last week on how to pay for new rail cars for Metro-North Railroad’s New Haven Line.

He plans to continue attending these meetings, and also meet with local business and community leaders to involve them with the state’s transit-oriented development efforts. “This state has far more acceptance of, and dependence on, rail (than Michigan),” Martin said. “Rail inspires far more economic development. If you were a businessperson who wanted to relocate your business to an area, you want to look at the availability of the work force to get to your business…Rail gives you permanence.”

I like the title given to the new Deputy Commissioner Martin-Mass Transportation and Transit Oriented Development. We talk about integrating land use and transportation. It’s harder to do than to talk about. A few good examples exist. Kennecott Land is a client of mine in Utah and they are making this work in a big way with their Daybreak Development. For those interested a visit to their website (daybreakutah.com) is worth a few minutes of your time. TW

VDOT Dismisses I-81 Truck Lanes

Virginia - Truck lanes will no longer be considered one of the possible improvements to Virginia’s I-81, according to a recent study by the state department of transportation. Installing separate lanes for commercial trucks was among many proposals intended to improve safety and relieve congestion on the 325-mile route from Bristol to Winchester. Other proposals were also eliminated as the agency released its final environmental impact statement Monday, part of the multi-year process to improve the north-south route.

Converting the interstate to a toll road, however, is still one of the options. The study reported that traffic on I-81 has tripled since 1978, and is anticipated to double again by 2035. Other conclusions of the study included adding lanes in certain areas, installing guardrail, and extending the on and off ramps at specific interchanges. Minimal proposed rail improvements were also included in the study, which will reduce truck traffic by up to 6 percent.

“The study does show that by 2035, we will need additional lanes along most of 81 to accommodate traffic,” said VDOT spokeswoman Laura Southard. “The study very closely jibes with the direction set last year by the Commonwealth Transportation Board.” The board urged VDOT to include a maximum of two general purpose lanes in specific areas, and only when necessary. It also recommended identifying regions which need safety improvements most.

BRT Route Sparks Controversy

New York - Bus Rapid Transit in New York City may be facing some roadblocks before its implementation, even with the support of the city’s DOT. A community group in the Bronx is challenging the proposed express route for the Bx12 bus, which would run from Broadway and 207th Street in Manhattan and end at Asch Loop in Co-op City. Residents in the region say ending MTA’s Bus Rapid Transit at Asch Loop would increase the congestion at the already clogged two-way street, which is dealing with angle parking on one side while the expansive parking complex’s parking garages are closed for maintenance.

Arthur Taub, a Co-op City transit advocate leading the fight against the proposal, said that the increased fumes and traffic congestion is not in the best interests of the neighborhood. He believes the MTA is just using Asch Loop as a turn around point for the double-length buses.

MTA argues that the Bx12 stop will be closer to the residential parts of Co-op City than the current stop at the Bay Plaza Shopping Center. “If we put a bus there, thousands of people will use it,” said Ted Orosz, MTA’s BRT project Manager. Orosz says the MTA did extensive impact studies on 15 routes before making its final decision. A public meeting set for April 11 with the Department of Transportation and New York City Transit, which run MTA’s buses, in an attempt to diffuse the controversy.

Bill Axes Turnpike Commission

HARRISBURG – The politically powerful, 67-year-old Pennsylvania Turnpike Commission may turn the reins of the nation’s first modern toll road over to the state Department of Transportation if a Republican state senator gets her way. Senate Majority Leader Jane Orie, of McCandless, says that the state could save a substantial amount of money by taking over operation of the 500-mile turnpike and eliminating the commission.

Orie’s proposal, co-sponsored by three other GOP senators, would create a new department within PennDOT, the “Bureau of Toll Road and Bridge Administration,” which would operate the east-west highway and the other parts of the turnpike, including collecting tolls, performing maintenance, reconstruction, and expansion as needed. The proposals suggests money would be saved by eliminating the four salaried commissioners (the fifth, DOT secretary Allen Biehler, gets no extra pay from the commission) and cutting back the 480 management employees and possibly some of the 1,779 union members.

The plan is the third major proposition made recently regarding changes to turnpike operations and state transportation money. Gov. Ed Rendell has proposed leasing the turnpike to a private company, who would pay at least $10 billion, which could be reinvested for a return of at least $965 million a year. The turnpike commission countered with a plan to float $400 million a year in bonds to use in improving roads. Additional funds would be raised by increasing tolls in 2010 and charging a congestion fee at exits in Philadelphia, Harrisburg, Pittsburgh and Scranton areas. The commission is also looking to expand its authority by making I-80 a toll road.

Authority Seeks State $ for Toll Road Construction

RALEIGH, N.C. – The North Carolina Turnpike Authority is asking state lawmakers for $18 million to jump-start construction on the Western Wake Expressway toll road in the Triangle. The bill asks the state to provide the authority with $18 million a year to help pay back bonds issued to pay for construction. The annual payments would extend for 39 years, or until the toll road has paid for itself.

The highway, which could become the first toll road in North Carolina, is an extension of Interstate 540 from Morrisville to Holly Springs. Some lawmakers are reluctant to set the precedent. “I’m not sure we’ve got the support of the General Assembly to get it done, but we really need to do this,” said state Sen. Neal Hunt, R-Wake, a member of the Senate Transportation Committee. “Absent this, we could become stagnant in our economic growth because of traffic congestion.”

If the General Assembly agrees to provide the money, bidding could begin on the Western Wake Expressway in June, and construction would begin in August 2008.

National Work Zone Awareness Week

WASHINGTON, D.C. - Representatives of safety and transportation groups joined AASHTO last week on an unfinished flyover ramp on the western approach to the Woodrow Wilson Bridge, to urge motorists to hold to posted speed limits in work zones. The event commemorated National Work Zone Awareness Week, April 2-6.

“More than a thousand people are being killed in highway work zones each year,” said John Horsley, Executive Director of AASHTO. “Every one of these work-zone deaths is avoidable. When you enter a work zone, you need to be alert and slow to the posted speed limit.” Most people don’t know that more than 80 percent of deaths in roadway work zones are those of drivers and passengers, not roadway workers, Horsley said.

“We want to protect our workers, but considering that speeding and driver inattention are the most often-cited causes of work-zone wrecks, the people with the most at stake have it in their power to save their own lives,” he said.

There were 1,074 work-zone fatalities in the U.S. in 2005, the most recent year with full-year statistics from the U.S. Department of Transportation. The figure compares with 1,068 work-zone deaths in 2004 and 1,028 in 2003.