FAQs

LBJ Express Project Overview

When LBJ Freeway opened in 1969, it was designed to hold about 180,000 vehicles per day. Traffic counts in 2008 put that number at 270,000 vehicles per day. Based on today’s traffic count, by 2020 demand will increase to 500,000 vehicles per day traveling this roadway.

To accommodate the increased traffic, the total 17-mile LBJ Express project incorporates dramatic improvements to I-635 and I-35E in Dallas County. This innovative project features rebuilt general highway lanes, a continuous frontage road system, and 13.3 miles of TEXpress Lanes.

Drivers have the choice of driving on the same number of main general highway lanes at no cost or opting to pay to drive on the new TEXpress Lanes. Motorists who choose to use TEXpress Lanes can expect a reliable, predictable trip through this frequently-congested corridor.

The LBJ Express improvements were designed, financed and built by the LBJ Infrastructure Group LLC (LBJIG), which was selected by the Texas Transportation Commission after a rigorous, competitive public bidding process. In addition, LBJIG is responsible for operations and maintenance of the 17-mile LBJ Express, including its frontage roads, bridges and general highway lanes, and 13.3 miles of tolled LBJ TEXpress Lanes.

No. The 635 East project, which consists of HOV lanes on I-635 / LBJ Freeway, is managed by the Texas Department of Transportation. It begins at the eastern boundary of the LBJ Express project, near US 75, and extends to I-30.

*Starting April 27, 2020, initial construction began on the TxDOT 635 East Project. As part of this construction, the 635 HOV/Express Lanes (from US 75 to I-30) will close until the end of the project in late 2024. At that time, they will re-open as Managed Toll (TEXpress) Lanes.

The LBJ Infrastructure Group provided roughly four-fifths of the total financing for the project, or approximately $2.21 billion of the total $2.7 billion needed. The LBJ Express, including the frontage roads, bridges, general highway lanes and TEXpress Lanes, is anticipated to cost $800 million to operate and maintain during the course of its 52-year lease to LBJ Infrastructure Group under the Comprehensive Development Agreement with the State of Texas. Such operation and maintenance costs is the sole responsibility of the LBJ Infrastructure Group. The innovative public-private partnership enables taxpayers to leverage $490 million in public funds to receive more than four times the value in infrastructure enhancements and traffic relief.

In partnership with local communities and the State of Texas, the LBJ Infrastructure Group (LBJIG) is committed to developing and operating the safest, most advanced and reliable roadway for North Texas drivers. LBJIG and its consultants employed more than 2,000 Texans during the construction of the project and have a long-term commitment to the state of Texas. The LBJIG project also integrated more than 100 additional Dallas-Fort Worth and Texas companies and their employees in a variety of capacities. Our goal is to work constructively with all participants such as our neighbors, friends and associates.

The LBJ Express Project has completely rebuilt the frontage roads and general highway lanes to current federal and state highway standards, with wider lanes and shoulders on each side.

In addition, the project has added 13.3 miles of TEXpress Lanes which are separate from the free general highway lanes and utilize their own entrance and exit ramps. Prior to entering each of the three tolling segments on the LBJ TEXpress Lanes, signage provides drivers with advance notice of the pricing for that particular segment.

No, the 635 East Express/HOV Lanes, which run from US 75 to I-30, are not part of the LBJ Express project nor are they an extension of the LBJ TEXpress Lanes managed by LBJ Infrastructure Group. The 635 East Express/HOV Lanes are operated and managed by the Texas Department of Transportation.

*Starting April 27, 2020, initial construction began on the TxDOT 635 East Project. As part of this construction, the 635 HOV/Express Lanes (from US 75 to I-30) will close until the end of the project in late 2024. At that time, they will re-open as Managed Toll (TEXpress) Lanes.

LBJ Freeway Capacity

According to the Regional Transportation Council 2030 Mobility Plan, the eventual demand for this portion of LBJ is 500,000 vehicles per day by 2020. There is no way the facility can be built to handle this demand. Even upon completion, the roadway would be outdated.

However, in order to account for this massive increase in capacity, traffic must be managed by developing programs controlling the speeds of drivers through the corridor. Thus the reason it is necessary to have TEXpress Lanes to keep traffic moving through the corridor.

LBJ Freeway Ownership

The State of Texas. Throughout the entire duration of the Comprehensive Development Agreement with LBJ Infrastructure Group LLC (LBJIG), the State of Texas, through TxDOT, will have full ownership of the project. Under the CDA, LBJIG has the right to lease the project for 52 years, not unlike many leases by public entities to private companies.

Project Oversight and Maintenance

For the full 52 years, the Texas Department of Transportation (TxDOT) will provide oversight of the project along with an independent engineer paid for by both TxDOT and LBJIG to audit every aspect of the project.

TxDOT and the independent engineer ensure all aspects of the project are sound. This includes:

• Ensuring that traffic is flowing through the project, with special attention to peak travel times.
• Monitoring toll increases to ensure the developer is assessed the appropriate penalties if the toll lane speeds drop below 50 mph, thereby ensuring that LBJIG is using the price-based-on-congestion tolling model and reporting real-time numbers for audit purposes.

One of the many added benefits of a private company operating and maintaining the LBJ Express is the incentive for that company to provide a roadway that drivers really want to use.

LBJ Infrastructure Group LLC (LBJIG) will do its best to ensure the project is well-maintained in accordance with the highest standards.

Contractually, maintenance on the road is required at standards higher than current TxDOT standards. LBJ Express developer LBJIG also has an incentive to maintain this road so drivers will have an enjoyable driving experience.

In addition, LBJIG is also required to hand back the LBJ Express to the State of Texas in a pre-defined state of good repair when the 52-year lease expires in 2061. This means the roadway will be returned to the state in fully operational and valuable condition. (Texas Association of Business; “P3 Roadways; Public-Private Partnerships that Work”)

TEXpress Lanes on the LBJ Express Project

TEXpress Lanes are unique toll lanes that are built within an existing highway. They add additional capacity to the highway to accommodate more traffic. Unlike other toll roads, the price changes based on the congestion in the TEXpress Lanes to maintain a minimum speed of 50 mph at all times.

These TEXpress lanes are new and unlike other toll roads in the Dallas-Fort Worth area. It is your choice to drive in the TEXpress Lanes and pay the tolls or to drive in the adjacent non-tolled general highway lanes.

TEXpress Lanes are designated express lanes within highway corridors with prices that fluctuate based on traffic demand to prevent congestion.

Equipment will monitor real-time traffic conditions to periodically adjust the prices throughout the day based upon the average speed and number of drivers who want to use the TEXpress Lanes. Prices may go up or down, depending upon the amount of traffic and the time of day, but customers are notified of the price they will pay prior to entering any segment of the TEXpress lanes.

Prices will be lower during non-peak driving times. The variable pricing aims to ensure a predictable, higher-speed commute. However, if there is an accident travel times cannot be guaranteed.

No. Managed lanes, such as TEXpress Lanes, are already in operation in more than a dozen cities throughout the U.S.
Similar facilities that use dynamic pricing include:

• 495 Express Lanes on the I-495/Capital Beltway in Washington D.C.
• I-85 in Atlanta
• I-10 Katy Managed Lanes in Houston
• SR-91 Express Lanes in Southern California
• I-10 Express Lanes and I-110 in Los Angeles
• I-95 Express in Miami-Ft. Lauderdale
• I-15 Express Lanes in Salt Lake City, UT

Along the most congested parts of I-635, there are two to three new TEXpress Lanes in each direction that run in the middle of the general highway lanes. A portion of the TEXpress Lanes on I-635 are located in the LBJ Canyon, beneath the surface-level general highway lanes. Along I-35E, there are two elevated TEXpress Lanes in each direction that run on the outside of this roadway.

In addition, the project includes a continuous frontage road in both directions of I-635, simplifying access to businesses along the roadway and offering bypass lanes to allow through drivers to avoid traffic lights at several busy cross streets.

No. Drivers may choose between the free general highway lanes or the TEXpress Lanes.

At its widest point, the LBJ Express will include four general highway lanes in each direction, two to three continuous frontage road lanes in each direction, plus two to three TEXpress Lanes in each direction.

Drivers will enjoy the same number of free general highway lanes they currently use on LBJ, but with the benefit of lighter traffic as other drivers opt for the TEXpress Lanes.

There are three tolling segments on the LBJ TEXpress Lanes. Separate charges will appear on your billing statement for each tolling segment you use as part of a single trip.

• Toll Segment 1 begins at Josey Lane and bypasses the I-35E/635 interchange, then runs south to the I-35/Loop 12 split and north on I-35E up to Valley View Lane.
• Toll Segment 2 extends from Luna Road to the Dallas North Tollway.
• Toll Segment 3 stretches from the Dallas North Tollway to Greenville Avenue.

Click here to learn more about pricing and the three tolling segments.

Like the other tolled express lanes that comprise the North Texas TEXpress Lanes system, the LBJ TEXpress Lanes were designed for longer-distance commuters who need a safe, reliable and predictable roadway to zip from one end of the project to the other. The LBJ TEXpress Lanes feature 15 entrance ramps and 16 exit ramps along this 13.3-mile stretch of roadway. To view illustrations with detailed directions of each entrance ramp, click here. To view illustrations of each exit ramp, click here.

No, this configuration does not exist. Drivers traveling on the westbound I-635 TEXpress Lanes can use the I-35E/635 interchange to travel onto the northbound or southbound TEXpress Lanes on I-35E. Click here to view the LBJ TEXpress map.

Yes. Drivers traveling on the westbound I-635 TEXpress Lanes can use the I-35E/635 interchange to travel onto the northbound or southbound TEXpress Lanes on I-35E. Click here to view the LBJ TEXpress map.

There is no direct connection from US 75/Central Expressway onto the LBJ TEXpress Lanes. Drivers can use the  Coit Road/US 75TEXpress Lanes entrance ramp located on the westbound I-635 general highway lanes to access the westbound LBJ TEXpress Lanes. This right-hand on-ramp is situated west of Hillcrest Road (click here to view entrance ramp map). HOV users, such as carpool drivers and motorcyclists, can use the US 75 HOV Entrance from the southbound US 75 HOV lane to enter directly onto the westbound LBJ TEXpress Lanes lane during morning rush hour. This reversible connection is only open from 6:30 to 9:00 a.m. (click here to view entrance ramp map).

Currently, there is no direct connection from the LBJ TEXpress Lanes onto US 75/Central Expressway for solo drivers. Drivers traveling eastbound on the LBJ TEXpress Lanes can use the Coit Road/US 75 Exit ramp, which will place them on the eastbound I-635 general highway lanes to access US 75/Central Expressway (click here to view exit ramp map). HOV users, such as carpool drivers and motorcyclists, can use the US 75 HOV Exit on the eastbound LBJ TEXpress Lanes to access the northbound US 75 HOV lane during afternoon rush hour. This reversible connection is only open from 3:00 to 6:30 p.m. (click here to view exit ramp map).

There is no direct connection from the Dallas North Tollway onto the LBJ TEXpress Lanes. A Dallas North Tollway Entrance ramp for the LBJ TEXpress Lanes is located on the westbound I-635 general highway lanes, just past Midway Road. To view an illustration with detailed directions for this ramp, click here.

There is no direct connection from the LBJ TEXpress Lanes onto the Dallas North Tollway. Drivers on the eastbound LBJ TEXpress Lanes can use the Dallas North Tollway Exit, which will place them onto the eastbound I-635 general highway lanes near Midway Road. Drivers can then access the DNT entrance ramp on-I-635. To view an illustration with detailed directions for the Dallas North Tollway Exit ramp, click here.

GoCarma is an independent platform managed by NCTCOG, separate from NTTA, TxDOT and Drive On TEXpress. The Regional Transportation Council set a policy to move to more advanced technology to verify HOV status and replace manual enforcement. At least one smartphone in each registered vehicle is required through the GoCarma technology selected to meet the RTC’s policy. 

As GoCarma is a new technology & application, we recommend that you visit the GoCarma Help Center for live chat support, help with technical questions and how to get started with the new GoCarma technology. Additionally, the GoCarma Call Center is available at 469-606-3920, Monday-Friday; 9am – 5pm CT.

Click here for detailed information on HOV Discount Qualifications and Activation

You will qualify for an HOV toll discount on LBJ TEXpress Lanes as long as:

• You have at least two people in the vehicle, such as a driver and a passenger (motorcycles do not require a passenger).
• You have a valid TollTag, TxTag or EZ TAG account in good standing (i.e. cannot fall into a negative balance)
• Your Tag is properly mounted on your vehicle’s windshield—including motorcycles—for our scanners to read them.
• Your trip is during weekday rush-hour periods, Monday through Friday from 6:30 a.m. to 9 a.m. and 3 p.m. to 6:30 p.m. 
  
• You use the GoCarma app technology
  • The Regional Transportation Council set a policy to move to more advanced technology to verify HOV status and replace manual enforcement. One smartphone in each registered vehicle is required through the GoCarma technology selected to meet the RTC’s policy.
  • The GoCarma app is an independent platform developed by Carma Technologies Corporation through a contract with the North Central Council of Governments (NCTCOG)

The LBJ TEXpress Lanes greatly appreciate the service of millions of honorable men and women who have served our country in the armed forces. Unfortunately, the LBJ, NTE & NTE 35W TEXpress Lanes do not offer veteran tolling waivers.

Please visit TxDOT’s Veteran Discount Program information page to view a list of roadways and managed lanes that waive tolls for veterans, along with the eligibility requirements at the following link:

• TxDOT Veteran Discount Program

Speed Limit

The speed limit is 75 mph on the I-635 portion of the LBJ TEXpress Lanes. The speed limit on the adjacent general highway lanes of I-635 is 70 mph.

Tolls, Pricing and Financing

There are three tolling segments on the LBJ TEXpress Lanes. Separate charges will appear on your billing statement for each tolling segment you use as part of a single trip.

• Toll Segment 1 begins at Josey Lane and bypasses the I-35E/635 interchange, then runs south to the I-35/Loop 12 split and north on I-35E up to Valley View Lane.
• Toll Segment 2 extends from Luna Road to the Dallas North Tollway.
• Toll Segment 3 stretches from the Dallas North Tollway to Greenville Avenue.

Click here to learn more about pricing and the three tolling segments.

During the first six months following completion of construction on Phase 1 of the project, prices on the LBJ TEXpress Lanes were fixed, and did not make use of the real-time price increases and decreases. Rather, our pricing was scheduled higher during peak hours and lower during non-peak hours. This essentially simulated the demand-based tolling policies as we developed final pricing for the real-time, demand-based phase of our operations. After that six-month evaluation period, which occurred in June 2014, new tolling policies were implemented in which the price changes based on a number of factors, including real-time congestion levels in each segment and/or the time of day.

Now that the LBJ TEXpress Lanesare in the dynamic pricing phase, average toll prices may range from 15 cents to 35 cents per mile during lighter traffic, and 45 cents to 90 cents during rush hour.  In the event that the average speed on the LBJ TEXpress Lanes drops below 50 mph and starts to deteriorate, the toll rate will rise in order to maintain an average 50 mph trip in each segment of the corridor.

Applicable prices will depend on:

• Traffic conditions as they change during the day (for instance, there will be higher toll rates during periods of higher congestion to maintain the 50 mph traffic speed)
• Shape and size of vehicle
• Number of passengers in the vehicle. Under the current policy, a minimum of two passengers (including the driver) are considered HOV (motorcycles do not need a passenger) and must meet the requirements for HOV Discount Qualifications and Activation. HOV users must have a windshield transponder (TxTAG, TollTag or EZ TAG) to qualify for the HOV discount.

Click here to visit our Average Pricing page and use the average pricing calculator to determine toll rates for a particular trip.

No. Tolling policies are set by the Regional Transportation Council (RTC), a standing committee of the North Central Texas Council of Governments. The managed lanes policy for the TEXpress Lanes currently in use by the RTC can be viewed here: North Texas Council Managed Lanes Policy.

Toll rates vary and are unique to the region where the roadway exists, but they are always capped by state and federal authorities. A clearly defined tolling regulation and toll setting is imperative, given the importance of revenue and traffic forecasting to the development of toll projects. (Texas Association of Business; “P3 Roadways; Public-Private Partnerships that Work”)

LBJ Infrastructure Group (LBJIG) is required to increase the price of the tolls every 5 minutes when traffic reaches a maximum car-per-lane threshold or the speed drops below 50 miles per hour for a 15-minute period. LBJIG is charged a penalty under its Comprehensive Development Agreement with the Texas Department of Transportation for not meeting that performance requirement. Those penalties increase as the speed continues to drop.

As a private company, LBJIG has an interest in: 1) providing TEXpress Lanes that drivers want to use, and 2) providing that convenience at a price that drivers are willing to pay to avoid heavy traffic congestion.

The Base Toll Rate Cap is 90 cents a mile for every toll segment in each direction. This is adjusted each year by a percentage equal to the previous year’s Consumer Price Index.

Congestion-management pricing for the LBJ TEXpress Lanes was implemented on June 12, 2014, and tolls are now raised or lowered based on traffic demand and to keep traffic moving in accordance with a pre-defined mechanism approved by the Regional Transportation Council (RTC) and TxDOT.

Accidents are an unfortunate common occurrence on all highways. The operator of LBJ Express and North Tarrant Express always strives to clear an accident as soon as possible, even beyond the contractual requirements of the Texas Department of Transportation. In those accident situations, when there are unusual delays in the non-tolled lanes, the TEXpress Lanes tolls may proactively increase to ensure a continuous flow of traffic. This is done to avoid sudden surges in traffic that could stop the continuous movement at the exits and block the lanes that users are paying for. However, depending on the circumstances and magnitude of the accident, the management team in the Traffic Control Center will assess each situation on a case-by-case basis to determine the safest way to proceed.

The Texas Department of Transportation (TxDOT) receives its funding from taxpayers, through taxes on gasoline and bond money that leverage those gas tax dollars. Over the past few years, gas tax revenue has decreased due to improved fuel efficiency in automobiles and motorists driving less frequently for a variety of reasons. The gas tax rate per gallon has not increased for nearly 20 years and does not fluctuate with the unpredictable price of gas.

The North Central Texas Council of Governments’ Regional Transportation Council (RTC) determines the prioritization and funding of transportation projects in North Texas. In our growing North Texas region, transportation needs are significantly greater than the available gas-tax dollars. Simply put, the sole source of revenue to pay for transportation projects in Texas has decreased, while both the population and need for improved roadways have increased.

In response, RTC developed the region’s managed toll lane policy. The region expects LBJIG to maintain a reliable level of service for motorists traveling at 50 mph. Because having fewer cars on the roadway improves mobility throughout the project corridor, the region also has developed a discount for mass transit and peak period carpoolers as an incentive.

Even with the addition of the new TEXpress Lanes, drivers will continue to have the choice to drive at no cost on the completely rebuilt main lanes and continuous frontage roads.

Private-Public Partnership and Funding

Current state transportation funding cannot keep pace with the escalating demand for new and improved roadways in the rapidly growing North Texas region. The Texas Transportation Institute ranks the Dallas/Fort Worth area as the fourth most congested among large urban areas in the U.S., causing local drivers to burn 106 billion gallons of extra fuel per year and waste countless hours delayed in traffic. Given the state’s limited financial resources for infrastructure and the many projects that must compete for those resources, Texas currently is unable to provide fast-track development of much-needed roadway projects that would relieve congestion, improve safety and air quality, while accommodating further anticipated growth.

The LBJ Infrastructure Group provides new sources of funding for the LBJ Express project, generating jobs and investment in the State of Texas. The public-private funding arrangement for the project combines public funds, federally backed loans, private activity bonds, bank debt and private sector equity to make this long discussed project a reality.

The vision for the LBJ Express project is to deliver a new viable transportation network as quickly as possible to help relieve traffic congestion and improve safety and air quality.

The LBJ Infrastructure Group provided roughly four-fifths of the total financing for the project, or approximately $2.21 billion of the total $2.7 billion needed for the project. The LBJ Express is anticipated to cost $800 million to operate and maintain during the course of its 52-year lease to LBJ Infrastructure Group under the Comprehensive Development Agreement with the State. Such operation and maintenance costs will be the sole responsibility of the LBJ Infrastructure Group. The innovative public-private partnership enables taxpayers to leverage $490 million in public funds to receive more than four times the value in infrastructure enhancements and traffic relief.

To put it in perspective, the total budget for FY 2010-2011 for new construction and maintenance for all roadways in the TxDOT Dallas Division (covering a five-county area in North Texas) was $171 million.

By comparison, the total cost of the LBJ Express project, including maintenance and operations, is $2.7 billion with construction alone estimated at $2.1 billion.

Without private developers, the five-year LBJ Express project would have exceeded the total amount budgeted for all of TxDOT’s North Texas transportation needs and likely would have been delayed for years or never built at all.

Comprehensive Development Agreement

A Comprehensive Development Agreement (CDA) is a legal agreement between a government agency such as TxDOT and a private developer to build much-needed infrastructure with limited tax dollars. Private investors help pay for the needed roadway improvements in return for long-term agreements to collect tolls or receive payments, and the state retains ownership of the land and improvements.

Other CDA projects in North Texas involve public/private partnerships to accelerate construction through the use of private financing. These projects include the $2.1 billion North Tarrant Express and the $1.02 billion DFW Connector in Tarrant County. Each of these projects utilize tolled managed lanes—called TEXpress Lanes—in addition to the non-tolled general highway lanes.

Financial Viability

Each transportation project is wholly independent from others, so the financial condition of one project has absolutely no bearing on the financial success and delivery of another. Each project has its own unique developer, contractor, shareholders/investors and stakeholders and is subject to the economic environment in which it is operating.

There are numerous safeguards built into the partnering agreements that eliminate risk to Texas and ensure that the state, taxpayers and local communities will always be protected as they continue to benefit from the creation of new roadways.

Default through the operations phase of a transportation project is an extremely remote possibility. In the event that facility users do not utilize the highway at the expected levels over an extended period of time, there is some financial risk. However, due to our extensive modeling of projected regional growth and traffic patterns on the LBJ Express and its TEXpress Lanes, we have a strong, financially-viable project. Furthermore, even if revenues throughout the 52-year project term were 50 percent below forecasts, the debt would still be repaid and there would be no default.

Hazmat Trucks

No. Hazmat trucks must use the general highway lanes and frontage lanes only.

Bicycles on the LBJ Express Project

The LBJ Express features a shared bike/car lane incorporated into the far right through-lane on each cross street along the I-635 portion of this project. These lanes are 14 feet wide and constructed in accordance with Federal Highway Administration policies.

DART

DART and TxDOT agreed to leave access points available for DART to build a future rail tunnel under the LBJ Express.

DART and North Central Texas Council of Governments studies have determined that the projected number of riders do not justify a line in the corridor for the next 20 years.

Contacting the LBJ Express Project

Submit your comment or question through the Inquiries and Feedback page of the website.

Comments can also be submitted at any time during the project, either in person, by phone, mail, email, delivery or fax to:

LBJ Infrastructure Group, LLC
4545 LBJ Freeway
Dallas, TX 75244
Phone: (877) LBJ-EXPY (525-3979)
Fax: (972) 239-3512
info@TEXpressLanes.com

The LBJ Express project does not sell our information to ANY LIST. Nor do we implement advertising in any of our online products and are expressly prohibited from doing so by the state.

LBJ Infrastructure Group LLC or Trinity Infrastructure LLC will not allow advertising (especially political advertising in our online tools).

If you receive e-updates from us that include unsolicited advertisements, they could be add-ons from your Internet provider or another party.

US Toll Roads and Infrastructure Funding

The federal contribution to the Interstate system has decreased form roughly 90% of the initial construction cost to less than 45% of today’s maintenance cost. With the Highway Trust Fund in precarious shape, the federal share will decline even more in the years ahead.

As a direct user charge, tolling appropriately allocates the cost of future improvements to those who benefit directly. According to a November 2012 Reason Foundation study, the cost of collecting tolls in a mature all-electronic tolling system is equivalent to the cost to collect the gas tax.

(Source: International Bridge, Tunnel and Turnpike Association)

No, tolls are voluntary user fees. Drivers can choose to pay tolls or take alternative routes, whereas taxes are mandatory and charged to everyone. Yes, customers of toll facilities also pay taxes, but the taxes are used to fund non-toll roads. Since toll roads are primarily self-financed and do not rely on taxes, the customer is not paying twice for the facility. In fact, without tolls, taxes would be higher.

(Source: International Bridge, Tunnel and Turnpike Association)

The 18.4 cents-per-gallon federal gas tax, which was last raised in 1993 and has since lost more than 50% of its purchasing power, cannot sufficiently fund America’s highway infrastructure.  Since 2008, Congress has transferred  more than $55 billion from the General Fund to keep the Highway Trust Fund solvent. Tolls provide a valuable source of revenue both to build new roads and maintain existing roads.

(Source: International Bridge, Tunnel and Turnpike Association)

The primary benefits are better, safer roads; less congestion; more predictable trip times; and reduced need for taxes to pay for roads. Tolls provide money today for projects that can be built in the near future and meet demand for decades to come. If it were not for tolls, many of the best roads and bridges in the US might never have been built.

(Source: International Bridge, Tunnel and Turnpike Association)

“Already paid for” misses the point. America’s interstate highway system is aging and will deteriorate over time without substantial new investment. The future cost to rebuild these roads will be much higher than the original cost. Federal and state fuel taxes are already insufficient to maintain the interstates in good repair, much less rebuild them. Tolling is a proven, convenient, fair way to raise revenues to rebuild these highways.

(Source: International Bridge, Tunnel and Turnpike Association)

Many portions of the Interstate system are now more than 50 years old. As the system ages and the federal government’s financial participation declines, states face huge costs to rebuild the system.

Current federal law still imposes major restrictions on states’ ability to toll existing Interstate facilities. With states now facing the financial obligation of maintaining and repairing 50 year old highways, it’s time to change federal policy and give states the maximum flexibility to use tolling as a dedicated source of transportation revenue. This is an argument for flexibility and options, NOT mandates.

It is a common misconception that the Interstates are “already paid for”. Infrastructure of all kinds needs routine maintenance, upgrading, and eventual replacement. Though it cost $129 billion to construct, it will cost nearly $2.5 trillion over the next 50 years to rebuild the interstate system, largely at state expense. States are desperate for new, sustainable revenues streams to support their highways, especially the Interstate highways. A growing number of states are exploring (or revisiting) the benefits of tolling as part of a toolbox of funding options for renovating and upgrading their roadways.

(Source: International Bridge, Tunnel and Turnpike Association)

Revenue-raising measures are never popular, especially in a time of economic stress. The federal fuel tax has not been raised since 1993. However, numerous toll facilities have been approved in the anti-tax environment of recent decades, and opinion polls consistently show that motorists prefer tolls over taxes and support the expansion of toll roads to improve driver options and travel times. In one poll, 84 percent of Americans said tolls should be considered as a primary source of transportation revenue or on a project-by-project basis.

(Source: International Bridge, Tunnel, and Turnpike Association)

The poor state of our roads and bridges is already raising consumer prices through congestion, lost time and higher operating costs for trucking companies. The most recent Urban Mobility Report by the Texas Transportation Institute found that highway congestion cost the United States $101 billion in 2010 and will rise to $133 billion by 2015. By increasing the quality of infrastructure and easing congestion, tolls can produce cost savings for truckers and all consumers.

(Source: International Bridge, Tunnel and Turnpike Association)

Many surveys have shown that drivers of all income levels use tolled facilities and support having the option to use high-quality toll roads. A well-designed pricing plan can be less burdensome to low-income citizens than systems that are based on regressive taxes, such as car registration fees, sales taxes and the gasoline tax.

(Source: International Bridge, Tunnel and Turnpike Association)

Toll roads are generally safer than non-tolled roads due to better maintenance, pavement, and technology. Toll operators employ state-of-the-art technology to monitor road conditions and have a financial incentive to keep their roads running as safely and smoothly as possible. The facts bear this out, as toll facilities in the United States have a much lower fatality rate than US roads overall.

(Source: International Bridge, Tunnel and Turnpike Association)