Variable Tolls for SR-520 and I-90 likely in 2010

UPDATE: According to the Seattle Times, the new cost of a bridge has risen to $4.5 billion or more:

“New cost estimates from the state Department of Transportation released today show the most likely price of a new Highway 520 bridge has increased to $4.5 billion, if an interchange similar to today’s Montlake interchange is chosen with a second Montlake Boulevard drawbridge.

“If other options are selected to reduce the project’s impact on Seattle’s Montlake neighborhood and the Washington Park Arboretum, costs would increase another $500 million to $2 billion, according to David Dye, deputy transportation secretary.

“Earlier this year, transportation officials said they could deliver a new bridge for about $3.9 billion. Design changes and the rising cost of materials have driven the price higher.”

An overview of the project is available at www.wsdot.wa.gov/Projects/SR520Bridge/

Matt Rosenburg wrote this article which was published at Cascadia Prospectus:

The State Route 520 Tolling Implementation Committee’s “November Scenario Evaluation” document released yesterday shows that the most robust regional financing for replacing the dangerously sub-par 520 bridge comes from time-variable tolling on it starting in 2010 and tolling the parallel I-90 span across Lake Washington, starting in 2010 or 2016. Tolling in this key east-west corridor would be done on the fly, electronically, with vehicle windshield transponders and overhead gantries; no toll booths. Tolls that vary by time of day are likely, though flat rates are also an option. Special lanes that would be free to buses and ride-sharers could be made available to solo drivers, for a price.

The committee’s members are WSDOT Secretary Paula Hammond, Puget Sound Regional Council Executive Director Bob Drewel, and Washington State Transportation Commission board member Richard Ford. This latest analysis, along with public comment, will inform a January, 2009 final report from the committee to the state legislature, which is then to approve a tolling plan for the SR 520 bridge and perhaps the I-90 bridge as well. Then, specific toll rates would be set by the state transportation commission and approved by the legislature, with construction of pontoons for the new 520 bridge beginning later in 2009 if all goes as envisioned.

The weary and crowded 1963-vintage 520 bridge connects Seattle with Eastside job centers such as Bellevue, Redmond and Kirkland but is at major risk of catastrophic failure in a 70 mph windstorm, or earthquake. At the same time, growing regional traffic congestion has prompted a public warming to expansion of regional transit, and bettered the odds for a system of electronic, time-variable tolling on major highways and state routes across metro Puget Sound. A priced-lanes pilot project for carpoolers and solo drivers is already underway on SR 167, and flat-rate electronic tolling in place, to rave reviews, on the new southbound span of the Tacoma Narrows Bridge.

The 520 tolling committee’s latest report reveals that:

Starting tolling in 2010 instead of at bridge completion in 2016 would pry loose an additional $400-$500 million, lowering the costs of bond borrowing for construction, which is to be repaid by tolls;

The most revenue toward completion of the $3.7 to $3.9 billion project comes from tolling both the SR 520 and I-90 bridges starting in 2010 ($2.4 billion, Scenario #9) or 520 in 2010 and I-90 in 2016 ($2.4 billion, Scenario #4);

One-way tolls on both bridges would range from 75 cents off-peak to $2.95 at peak hours in Scenario #9, and from 75 cents off-peak to $3.25 at peak in Scenario #4;

Tolling 520 alone starting in 2010 (Scenario #7) would cut peak-hour traffic volume in the vicinity of 17 to 26 percent while peak-hour flow would rise three to seven percent on I-90;

Tolling both 520 and I-90 starting in 2016 (Scenario #9) would deliver peak-hour volume cuts of 10 to 11 percent on 520 and 12-16 percent on I-90, as commuters shift travel times or use transit;

Time-variable tolling increases peak-hour speeds on 520 by 13-16 mph, nearly double the speed gain from flat toll rates.

The committee will continue to get an earful at public hearings this week and next from tolling opponents who somehow imagine they are a due a free ride because the construction, maintenance and operations costs of Puget Sound roads and bridges, as population continues to swell in coming decades, can somehow all be covered by the incredible shrinking gas tax and…….what? More sales tax hikes or vehicle fees?They’re nice if you can get ‘em, but the well only runs so deep.

Pay as you go is the way to go in this day and age – coupled with cost-saving, performance-based consortium contracting to design, build, operate and maintain surface transportation facilities and systems.

The four-lane SR 520 bridge across the lake is to be replaced with a six-lane structure. Current plans call for two “general purpose” lanes and one high-occupancy vehicle lane in each direction, the former would be tolled either via either a flat or time-variable rate if a plan is adopted. This is confirmed by WSDOT, though it can get a bit confusing because one doesn’t necessarily think of general purpose lanes as being tolled. On the I-90 bridge, the agency also confirms, tolling would be on all general purpose vehicle lanes, except under one scenario that exempts eastbound traffic from Mercer Island. On both bridges the possible HOV lane could be designated a High Occupancy and Toll (HOT lane), free to transit and ride-share vehicles, but also available, for a toll, to solo drivers.

The more time-variable tolling, and the sooner, the better: it will further drive alternative choices such as ride-sharing and telework, and raise more money for regional surface transportation needs, transit included.

The policy decisions to come on tolling the SR 520 bridge, and perhaps the I-90 bridge as well, are an important turning point for the state and region. Going forward, a broad regional plan to implement time-variable tolling on several highways and major state routes is needed. That would allocate scarce peak-hour capacity, ease congestion, and help pay for billions more in needed safety, repair and mobility improvements on I-5, SR 99, SR 704, SR 509, US 2 and I-405/SR 167.

The question is, how serious are we about doing this? The legislature will provide the first piece of the answer when it next meets.

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