Say No to Grand Island Tolls
The following is the response to the second FOIL request from Mr. Paladino to the Thruway Authority.When I had the opportunity to meet Carl Paladino it was for information and advice as he had been fighting to eliminate the tolls in Buffalo. I asked him if he knew ant details about the Grand Island Tolls, other tolls in the state, and other bridges. He said he would find out and let me know. The following is the result of his findings.
Once again I want to Thank Carl Paladino for his assistance and perservance with this issue. And a big Thank you for filing this FOIL as this one should really open everyones eyes as to the power and control these unelected, unaccountable Authorities have over the finances and the effect on the economy in New York.Thank you all for your continued support.
Rus Thompson
Re: FOIL Request No. (F07-0040)
Dear Mr. Paladino:
In response to your Freedom of Information request of February 27, 2007, enclosed are the documents you requested pertaining to various Thruway Authority and Canal Corporation records. Accordingly, the Authority acknowledges receipt of your check in the amount of $10.75 to cover the cost of reproduction.
In response to Questions #1-3, in accordance with negotiated Union contracts, in 2005, 100 Thruway Authority employees received tuition assistance; in 2006, 80 Thruway Authority employees received tuition assistance. In 2005, the amount paid for employees’ tuition assistance was $183,717; in 2006, the amount paid for employees’ tuition assistance was $169,571. The names of those employees that received tuition assistance in 2005 and 2006, including the amounts paid, are attached.
In response to Questions #4-5. in 2005, maintenance costs for the 932 bridges and bridge-related structures (for example, pedestrian bridges, ramps, etc.) on the New York State Thruway totaled $17,514,800; in 2006, maintenance costs for those same bridges on the New York State Thruway totaled $15,899,708. An 18 page listing of all bridges and bridge-related structures maintained by the Authority is attached.
In response to Questions #6-7, in addition to the Grand Island Bridges, the Authority collects a toll at the Tappan Zee Bridge and the Castleton on Hudson Bridge. The toll rate varies based on a vehicle’s classification; the schedule of Toll Rates is attached for each vehicle classification. A toll adjustment was instituted on May 15, 2005. The cash toll at the Tappan Zee Bridge for a passenger vehicle (2L) increased from $3 to $4, and the E-ZPass toll at the Tappan Zee Bridge for a passenger vehicle (2L) increased from $3 to $3.60 on May 15, 2005 (please reference the aforementioned schedule of Toll Rates). The .09g toll for Grand Island residents enrolled in the E-ZPass plan has remained unchanged since 1980, compared to the l0~ toll for residents that was in place from 1975-80.
In response to Question #8, the Authority estimates that $6.9 million was spent in 2005 for the maintenance, upkeep, repair and renovation (rehabilitation) of the Grand Island Bridges; the
Authority estimates that $10.6 million was spent in 2006 for the maintenance, upkeep, repair and renovation (rehabilitation) of the Grand island Bridges. During the next five years, as part of the Authority’s multi-year capital plan, more than $62 million has been allocated for nine construction projects on the Grand Island Bridges and related facilities.
In response to Question #9, the Authority estimates that $16.1 million for the maintenance, upkeep, repair and renovation (rehabilitation) of the Tappan Zee Bridge was spent in 2005; the Authority estimates that $30.4 million for the maintenance, upkeep, repair and renovation (rehabilitation) of the Tappan Zee Bridge was spent in 2006.
In response to Question #10, the New York State Canal System is comprised of four historic waterways, the Erie, the Champlain, the Oswego and the Cayuga-Seneca Canals. Spanning 524 miles across New York State, the waterway links the Hudson River, Lake Champlain, Lake Ontario, the Finger Lakes and the Niagara River with communities across the State. As mandated by 1992 Legislation, the Authority is required to provide funds for the operation and maintenance of the 524-mile New York State Canal System. In 2005, the Authority spent $62.3 million in Canal operating, maintenance and capital costs; $12.6 million was reimbursed to the Authority via Federal funding. In 2006, the Authority spent $66 million in Canal operating, maintenance and capital costs; $12.1 million was reimbursed to the Authority via Federal funding. Please see the attached Financial Statement page. Sources of Thruway Revenue
In response to Question #11, the New York State Thruway Authority does not operate a ferry.
In response to Question #12, as mandated by 1990 Legislation, the Authority is required to operate and maintain 1-287. As mandated by 1991 Legislation, the Authority is required to operate and maintain 1-84. In 2005, the Authority spent $2.8 million for the operation and maintenance of 1-287, and S 12.5 million for the operation and maintenance of 1-84. in 2006, the Authority spent $2.6 million for the operation and maintenance of 1-287, and $1 1.5 million for the operation and maintenance of 1-84.
In response to Question #13, other than maintaining and operating 1-84 and 1-287, and maintaining, operating and associated capital costs to the New York State Canal System, the Thruway Authority does not operate any other facilities other than the New York State Thruway.
In response to Question #14, toll revenue collected across the system is used to help maintain, operate and invest in the Thruway, system-wide as part of the Authority’s on-going, multi- year capital program; tolls are virtually the Authority’s only revenue source. The removal of tolls at any point across the system must be done in compliance with the requirements of the
Authority’s bond resolutions. The schedule of Outstanding General Revenue Debt is attached for your reference.
In response to Questions #15-16, at the October 2006 Board meeting, the Authority’s Board approved an action related to the elimination of the toll barriers at Black Rock and City Line in Buffalo because of the New York State Senate’s pledge to cover the revenue the Authority collects at the two Western New York toll locations for one year thus replacing the toll revenue for one year (a letter from the New York State Senate is attached for your reference).
To date, the Authority has received $6.55 million from the Dormitory Authority, and will receive the balance of the $14.1 million ($7.55 million) in 2007 in additional reimbursements from the New York State Department of Transportation. Furthermore, as the projected annual toll revenue of the Black Rock and City Line Toll Barriers was expected to be approximately $16 million, in 2007, the Authority did in fact request reimbursement for net revenues. Net revenues take into consideration the $2 million in operational savings by closing the two plazas. In addition, it will cost the Authority approximately S3 million to remove the two
plazas.
In response to Question #17, while recent changes to the Thruway toll structure in the Buffalo area, specifically at the Black Rock and City Line Toll Barriers, have begun to alter regional traffic patterns, comparable traffic information after October 31, 2006 is not available. However, the traffic counts for Black Rock in January 2006 were 634,158, compared to 664,258 in January 2005. The traffic counts for City Line in January 2006 were 600,942, compared to 640,331 in January 2005 (a Vehicle, Trips and E-ZPass statistic report is attached for your reference). The Authority collects traffic data from the Toll Plazas; when toll collection ceased at these two locations, traffic statistics were no longer collected, therefore, comparable traffic counts for January 2007 are not available.
In response to Question #18, when the Authority ceased toll collection at Black Rock and City Line at the end of October 2006, the permanent full-time toll collection staff from the two locations was transferred to other staffing vacancies at the Grand Island Bridges, the Williamsville Toll Barrier, the Lackawanna Toll Barrier, and the Depew, Blasdell and Hamburg Interchanges. No permanent full-time employees were terminated as a result of this action.
In response to Question #19, the New York State Thruway Authority does not own or operate any planes or helicopters.
In response to Questions #20-21, as part of the union negotiated employee contracts, there are approximately 4250 unlimited employee E-ZPass plans and 625 limited employee E-ZPass plans established. The Authority estimates the annual value as approximately $85 per non-revenue employee tag. In addition to employees who receive E-ZPass, as part of their union negotiated employment contracts, members of State Police Troop T, Disabled Veterans meeting DMV guidelines, Congressional Medal of Honor recipients, New York National Guard vehicle and military staff reporting with orders are eligible for non-revenue trips along the Thruway. In addition, concessionaires that operate Thruway Travel Plazas, certain contractors performing work along the Thruway, and tow operators and emergency vehicles responding to incidents on the Thruway are eligible for non-revenue trips along the Thruway.
in response to Question #22, former Board member John Riedman does not have a Thruway Authority-issued vehicle.
At this time, your request is considered a closed file.
Sincerely,
Jill . Warner
Records Access Officer
Although I do have the list of employees that have taken advantage of the tuition assistance, I have chose not to publish their names, I do respect their privacy. Although I think the tuition assistance program they have is excessive, negotiated contracts is the issue here. It is perks like these that people get very upset with because we the taxpaying citizens of this state have to pay for it. 90% of tuition paid in advance is a bit excessive. Honorable Dale M. Volker
Member, New York State Senate
New York State Capitol, Room 427
Albany, NY 12246
Dear Senator Volker:
Chairman Buono requested that I respond to your recent letter regarding tolls on the Niagara Section
of the New York State Thruway. The following addresses the questions you posed:
1) What is the story on money to take off tolls by then-Senator Daniel Patrick Moynihan?
Under a 1982 agreement between the Authority, the New York State Department of Transportation
(NYSDOT) and the Federal Highway Administration (FHWA), Thruway tolled lane miles were
added to the Federal aid formula under which the State receives Federal aid for interstate
reconstruction and rehabilitation. The 1978 Federal legislation authorizing the 1982 agreement
reciuired that tolls be removed from the Thruway once all of the outstanding bonds were retired in
1996.
Despite Senator Moynihan’s efforts, the Intermodal Surface Transportation Efficiency Act of 1991
(ISTEA), signed into law in December 1991, changed this requirement and authorized the
continuation of tolls on the Thruway provided that all toll revenue was used in the operation and
maintenance of the Thruway (primarily) and other State transportation projects (secondarily) eligible
for assistance under United States Code Title 23. At the request of the Cuomo Administration on
June 15, 1992, then-Thruway Authority Chairman Peter Tufo and then-NYSDOT Commissioner
Franklin White submitted theirrequest to Fl-TWA for authorization to continue to collect tolls on the
Thruway. The request was approved by FHWA on June 29, 1992, and the 1982 agreement was
amended to allow for the continuation of the tolls in accordance with the new Federal requirements.
Additionally, ISTEA contained a provision authorizing reimbursement to states that constructed
segments of the Interstate Highway System without Federal assistance. New York’s share of that
reimbursement was to be $4.89 billion over a 15-year period. However, the reimbursement program
was eliminated by successive Congresses after only two years of funding. In total. New York only
received $600 million in payments. These funds were programmed into New York State’s road and
bridge pro~ram and none of the $600 million has ever been made available to the Thruway
Authority. The money authorized by ISTEA could never he used for toll removal in the Buffalo area.
Those funds were to he used for future capital projects and were targeted for specific purposes.
\VhiCh did not include toll removal.
2) How many Thruway miles are in the Niagara section of the New York State Thruway?
How many miles in Rochester, Syracuse, Albany and Yonkers?
The Niagara Section is 20.7 miles long and includes the Grand Island portion of the highway. The
portion of the Niagara Section that is south of Grand Island Bridge South is 14.2 miles. Based on
the most common commuter trips, other section lengths can be measured as follows:
Rochester
Syracuse
Albany
Yonkers
Exits 43-46
Exits 34A-39
Exits 23-27
N/A
22.2 miles
13.1 miles
31.7 miles
11.3 miles
3) What is the toll(s) breakdown between upstate and downstate New York (North of
Westchester)?
There is no real way to breakdown Thruway tolls into upstate and downstate. Tolls are charged
based on the length of a customer’s travel and vehicle class. The Thruway is made up of ticketed
and barrier sections, with the mainline or ticketed portion of the Thruway located between Exit 15
(Harriman) and Exit 50 (Williamsville), the Berkshire Section (B1-B3), and the Erie Section (Exit
55-6 1). On this mainline portion, passenger tolls are set at 3.88 cents per mile for cash paying
customers and 3.49 cents per mile for E-ZPass customers. The barrier tolls are as follows:
Yonkers
New Rochelle
Harriman
TZ Bridge
Black Rock
Buffalo City Line
Grand Island Bridges
Cash
0.75
1.25
0.75
4.00
0.75
0.75
0.75
Passenger Tolls
E-ZPass
0.68
1.13
0.68
3.60
0.68
0.68
0.68
Based on these amounts, a passenger car with E-ZPass traveling from Rockland County to the New
York City line will have to pay the $3.60 TZ Bridge toll and the $0.68 Yonkers Barrier toll, for a
total one-way toll of $4.28. On the return trip, only the Yonkers Barrier toll would be paid (the TZ
Bridge toll is a one-way toll), adding up to $4.96 for the two-way trip.
The same E-ZPass passenger customer traveling from Fredonia to downtown Buffalo would pay a
toll of $1.35 on the ticketed portion and $0.68 at the Buffalo City Line Barrier, for a total two-way
toll of S3.38. The two-way toll into downtown Buffalo from Batavia would be S2.84.
Commuter
0.50
1.00
0.50
2.00
0.50
0.50
0.25
4) Years ago, it was said that the Niagara Section of the New York State Thruway cost more
to maintain than the rest of the Thruway combined. What is the situation now?
The New York State Thruway has higher maintenance expenditures on the Niagara Section of the
Thruway (1-190) than experienced elsewhere on the Thruway. For the 2005 calendar year, highway
and bridge maintenance costs for the 20.7 mile long Niagara Section of the Thruway (1-190) cost
$3.81 million, and had 472 million vehicle miles traveled, about 4 percent of the total Thruway travel
for 2005.
The Niagara Section has nearly 120 equivalent lane miles of paved areas to maintain, including the
deck area of the Niagara Viaduct as well as the 4 Grand Island Bridges. When viewed in terms of
unit costs, the following are the costs for daily maintenance and operation of the highway and
bridges on 1-190:
Dollars per centerline mile:$184,056
Dollars per lane mile equivalent:$ 31,750
Dollars per vehicle mile traveled:$ 8,072
These numbers do not include the larger expenditures for capita] projects such as the Niagara
Viaduct reconstruction, the work on the Grand Island Bridges, and the various paving projects
performed and scheduled for this section of the Thruway. The rest of the Thruway in terms of these
same unit costs is:
Dollars per centerline mile:$110,425
Dollars per lane mile equivalent: $ 22,444
Dollars per vehicle mile traveled: $ 6.912
The rest of the State carries 95 percent of the traffic, and receives proportionately less maintenance
funds than the Niagara Section of the Thruway. For the 2005 Maintenance Budget of $60.7 million,
the Niagara Section expenditures of $3.81 million represent 6.3 percent of the budgeted funds.
5) Finally, how do we get rid of toll l)arriers given the bond covenants currently in place?
Could the Governor decide to do it in the same way it was done in Spring Valley?
In late 2005, the Authority received bond holder consent to allow exceptions to the no free vehicular
passage bond covenant provided certain conditions are met. As a result, the Authority can now
contemplate where it collects tolls, so long as there is no material decrease in Thruway revenues
except to the extent offset by a corresponding decrease in operating expenses. A third-party study
is underway that will examine the costs, benefits and impact of alternatives to where and how the
Authority collects tolls. It is expected to be completed in October 2006. In addition, the Authority
is conducting regional studies in concert with the New York State Department of Transportation and
rewonal or local Metropolitan Planning Organizations.
The $0.40 passenger toll collected at Spring Valley was able to be removed prior to the release of
the no free passage covenant due to its close proximity to the Tappan Zee Bridge toll barrier. In
essence, because an overwhelming majority of travelers were paying both the Spring Valley and
Tappan Zee Bridge tolls, we were able to “move” the Spring Valley tolls to the Tappan Zee Bridge
Barrier without violating the no free passage covenant. To alleviate congestion while maintaining
revenue neutrality, commercial congestion pricing was implemented at the Spring Valley Barrier and
the Tappan Zee Bridge Barrier (which doubled commercial cash tolls) and passenger tolls were
increased from $2.50 to $3.00 at the Tappan Zee Bridge Barrier.
Enclosed is a Fact Sheet that the Authority has posted on its website (www.nvsthruwav.~ov) that
addresses the many issues concerning tolls on the Niagara Section of the Thruway. If you have
any additional comments or questions, please feel free to call me at your convenience at (518)
436-2900. Thank you for your interest in this matter.
Sincerely,
Michael R. Fleischer
Executive Director
Enclosure
Updated April 7, 2006
The New York State Thruway Authority collects tolls in order to provide public transportation
services in western New York and across the State. As a user-fee supported highway system, the
Thruway is paidfor by the travelers who use it. an estimated one-third of whom are from out of state,
and the Authority receives no State tax dollars to invest in this system.
In 1950, then Governor Thomas E. Dewey appointed a committee to develop a plan for a toll
highway. The committee recommended that the Thruway be financed by a public authority that
could issue bonds supported by toll revenues. Accepting these recommendations, the Legislature
passed and Governor Dewey signed the bill that created the Thruway Authority on March 21, 1950,
now found in Article 2. Title 9. of the Public Authorities Law.
On December 23, 1960, the final six miles of the Niagara Section were opened to traffic and the
Authority invested $119.6 million in this Section from inception through 1969. At that time, tolls
were collected at both the City Line and Black Rock Barriers. The Grand Island bridges were
already tolled when the Thruway Authority assumed jurisdiction.
Since 1988. the Authority has collected $167.8 million at the Black Rock and City Line barriers, an
average of $9.3 million per year. However, during the same time period, the Authority has invested
$232 million on this stretch of highway in capital expenditures alone, averaging $13.9 million per
year, an amount that does not include plowing, policing, paving and all the other operational
expenses incurred along this stretch.
The removal of Thruway tolls would not eliminate the need to maintain, operate and invest in this
section of highway, or the system statewide, but would result in local governments and State
taxpayers absorbing those multi-million dollar financial costs; tolls are an important revenue source
and without them, additional burdens would be placed on non-users of the system.
FEDERAL FUNDS
The Federal government invested $42.4 million in Federal funds to help finance a toll-free portion
of the Niagara section, which remains toll-free to this day. Motorists can get on and off the Niagara
Section from Ni (South Ogden Street) to N9 (Porter Avenue); from Ni I (Scajaquada Expressway)
to N17 (River Road); and, from N18 (Grand Island) to N20 (Long Road) without paying a toll.
These se~ments of the Niagara Section have been opened to traffic on a toll-free basis since
December 23, 1960.
Under a 1982 agreement between the Authority, the New York State Department of Transportation
(NYSDOT) and the Federal Highway Administration (FHWA), Thruway tolled lane miles were
added to the Federal aid formula under which the State receives Federal aid for interstate
reconstruction and rehabilitation. The 1978 Federal legislation authorizing the 1982 agreement
required that tolls be removed from the Thruway once all of the outstanding bonds were rctircd in
1996.
The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), signed into law in
December 1991, changed this requirement and authorized the continuation of tolls on the Thruway
provided that a]l toll revenue was used in the operation and maintenance of the Thruway (primarily)
and other State transportation projects (secondarily) eligible for assistance under United States Code
Title 23. At the request of the Cuomo Administration on June 15, 1992, then Thruway Authority
Chairman Peter Tufo and then NYSDOT Commissioner Franklin White submitted their request to
FHWA for authorization to continue to collect tolls on the Thruway. The request was approved by
FHWA oniune29, 1992, andthe 1982 agreementwas amendedtoallowforthecontinuation of the
tolls in accordance with the new Federal requirements.
Additionally, ISTEA contained a provision authorizing reimbursement to states that constructed
segments of the Interstate Highway System without Federal assistance. New York’s share of that
reimbursement was to be $4.89 billion over a fifteen-year period. However, the reimbursement
program was eliminated by successive Congresses after only two years of funding. In total, New
York only received $600 million in payments. These funds were programmed into New York State’s
road and bridge program and none of the $600 million has ever been made available to the Thruway
Authority. The money authorized by ISTEA could never be used for toll removal in the Buffalo area.
Those funds were to be used for future capital projects and were targeted for specific purposes,
which did not include toll removal.
The Thruway Authority received only $3.1 million in Federal operating reimbursement for bridge
inspections and pavement striping in 2005, representing 1 percent of the Thruway operating expenses
for that year. In addition, only 7.5 percent of the Thruway Authority’s $2.6 billion capital program
is funded with Federal aid.
The Authority receives no Federal funds that are eligible for toll removal. Except for $3.1 million
for pavement striping and bridge underwater inspections in 2005, the Authority has no discretion to
use Federal Interstate Maintenance (EM) funds for anything other than new capital construction or
reconstruction or resurfacing. Since EM funds are apportioned based on a lane mile based formula,
and the Niagara section constitutes a small percent of the overall Thruway system (4.3 percent), it
would not be equitable to spend all of these funds in one location. Plus, the Federal funds are
targeted for highway improvement projects, and no Federal funds are eligible for use in toll removal.
In 2004 and 2005, Federal funds were received in accordance with the Federal-Aid Highway Act that
provides funding to the Authority based on the number of lane miles and vehicle lane miles traveled
on tolled portions of the Thruway, with the funds being used for resurfacing, restoring, rehabilitation
and reconstruction of routes on the Interstate system. In addition there have been Federal funds for
special member items such as noise barriers, Intelligent Traffic Systems (ITS) and high priority
projects like the 1-84/1-87 Interchange 17 project. The MOU with DOT has expired. and the
Authority does not anticipate receiving any Federal TM funds from either current or future
authorizations. However, in the future the Authority does anticipate receiving additional
Enhancement Funds for Canal purposes and limited Federal funds for certain high-priority projects.
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These funds have been used for the following projects:
2004
$26.6 million for highway resurfacing
$14.0 million for highway reconstruction
$ 8.7 million for 1-84/1-87 Interchange 17 project
$ 4.7 million for Byram River Bridge
$ 3.2 million for the Authority’s share of 1-287 CrOSS Westchester Expressway project
$ 2.4 million for pavement striping and bridge underwater inspections
$47.1 million for Canal enhancements
2005
$9.8 million for highway resurfacing
14.8 million for highway reconstruction
.5 million for 1-84/1-87 Interchange 17 project
.1 million for Byram River Bridge
1.8 million for the Authority’s share of 1-287 Cross Westchester Expressway project
3.1 million for pavement striping and bridge underwater inspections
4.6 million for Grand Island Bridge repairs
15.5 million for Canal enhancements
TOLLS vs. TAXES
In 1991. the New York State Legislature established a bi-partisan Thruway Authority Transition
Advisory Council to study the future of the Thruway. The Council recommended that the Thruway
remain a self-supporting toll facility to pay for ongoing operational, maintenance and capital costs.
The recommendation was based on the premise that the continuation of tolls was more equitable than
imposing additional taxes on New Yorkers to support the Thruway since tolls were only paid by the
users of the System, an estimated one-third of whom are from out.of state. The Legislature accepted
this recommendation with the passage of Chapter 766 of the Laws of 1992.
NIAGARA TOLL REMOVAL FUND
The Niagara Thruway Toll Removal Fund was created by the Legislature in 1966. It was to be
administered by three trustees, one of whom was to he the Commissioner of NYSDOT. and placed
within the custody of NYSDOT. According to our records, the agreement for toll removal and
l)ayment therefor between New York State. the Thruway Authority and the Federal government
contemplated by the statute was never executed and no monies have been allocated or appropriated
to the Thruway Authority from this Fund. Furthermore, the Authority has never been a trustee of
the Fund, nor have ally of the required trustee appointments been made.
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According to NYSDOT, the State has never received Federal money that is eligible to pay for the
removal of tolls along the New York State Thruway. In fact, the only three-way agreement currently
in effect is the aforementioned 1992 agreement which specifically authorizes the collection of tolls
on the Thruway System. Furthermore, the New York State Division of Budget and the Office of the
State Comptroller concur that there is no record of any State appropriations going into the Fund. nor
is there any record of the Thruway Authority receiving any State appropriations from the Fund.
THRUWAY COMMUTERS
The Thruway Authority recognizes the uniqueness of the highway networks in and around the
Buffalo/Niagara area and has adjusted the toll structure accordingly. The City Line and Black Rock
toll barriers were installed in 1960 when the Niagara Section was completed, with an original one-
way toll of 10 cents, later increased to 15 cents, and then to 25 cents each way in 1980. When one-
way collection was implemented in 1986, the round-trip toll remained 50 cents, as it does to this day
for customers enrolled in the E-ZPass Commuter Plan. In essence, for those commuters in the Plan.
the round trip toll has remained unchanged for 26 years.
The assertion that only Buffalo is burdened with these tolls while other New York metro areas are
not, is not true. The fact is millions of commuters in and around the cities of Albany, Syracuse,
Schenectady, Utica as well as much of downstate use the Thruway System to get to and from work,
and the Thruway offers various commuter discounts for them as well. Furthermore, the Thruway
Authority has no capital, operating or maintenance responsibilities for other upstate iriterstates which
are under the jurisdiction of NYSDOT. Those roads are supported with State and Federal tax
dollars, not tolls.
BUFFALO REGION IN VESTMENTS
It currently costs the Authority more than $44 million a year (not including toll collection) to operate
and maintain the portion of the Thruway within the Buffalo Division, which stretches from the
Pennsylvania state line to Interchange 45 (Rochester, Victor).
On April 25, 2005, the Authority Board approved a multi-year highway and bridge Capital Plan that
addresses critical infrastructure needs, traffic demands and improved customer service along the
Thruway System through 2011. For the Authority’s Buffalo Division, $594 million will he invested
in 126 miles of new and/or rehabilitated highway, 81 new and/or rehabilitated bridges, 89 added
truck parking spaces and 5 new noise barrier locations.
FUTURE IMPROVEMENTS
The Williamsville Barrier relocation project, at an estimated cost of $60 million, is included in the
Authority’s multi-year Capital Plan. Since the original design and construction of the existing
Williamsville Toll Barrier in 1953, the population of nearby’ towns has more than doubled, as has
the traffic. Barrier operations at the current facility are further complicated by the proximity to
Interchange 50 (1-290) and Interchange 49 (Transit Road).
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To help reduce delays and provide a means to address future traffic demands, the Authority will
construct highway-speed E-ZPass lanes, enabling E-ZPass customers to safely separate themselves
from the cash toll lanes, and travel through the area at highway speeds while electronically paying
Lheir tolls.
The Authority anticipates a December 2008 letting for this project, with a formal public hearing in
the spring or summer of 2006. It is anticipated that construction will be completed and the new
barrier operational in 2010.
The Authority and the NYSDOT, in cooperation with the FHWA, have initiated a $1 .2 million
corridor study of the Buffalo area in Erie County. The corridor study will include 1-90 between
Interchanges 49 (Transit Rd.) and 53 (1-190) and the Youngmann Memorial Highway (1-290)
between 1-90 and Interchange 7 (Main Street). The purpose of this study is to develop a plan to
address capacity, structural, safety, and operational needs for this corridor over the next 30 years. The
study is scheduled for completion near the end of this year. The cost of the projects likely to be
recommended from the study is anticipated to exceed $200 million.
A traffic study of the 1-190 corridor was completed in 2001. The 1-190 corridor is a direct route
between Niagara Falls Canada and the city of Buffalo, NY. The North and South Grand Island
bridges carry 1-190 over the east branch of the Niagara River and provide the only means of access
to Grand Island in the Town of Tonawanda, Erie County. The original set of bridges was constructed
in the 1930s.
The traffic study concluded that the two South bridges each need three traffic lanes to accommodate
current traffic and will need four lanes each to handle traffic expected by year 2020. The same study
showed that the North bridges each will need three lanes by the year 2010. Further study is
recommended to address the shortcomings of these functionally obsolete bridges, but preliminary
estimates for replacement structures are approximately one-half billion dollars, with a similar cost
for associated work on the bridge approaches and adjacent highway.
FUTURE OF TOLL COLLECTION
The Authority is having a third party conduct a study to examine the costs, benefits and impacts of
alternatives to the way the Authority currently collects tolls across the Thruway’ System, including
western New York. This study is expected to be completed before the end of 2006. However, it
is important to note, no roads are cost free, since they all require continual maintenance and
investment.
SPRING VALLEY
In late 2005, the Authority received bond holder consent to allow exceptions to the no free vehicular
pass age bond covenant provided certain conditions are met. As a result, the Authority can now’
contemplate where it collects tolls, so long as there is no material decrease in Thruway revenues
except o the extent offset by’ a corresponding decrease in operating expenses. A third-party study
is underway that will examine the costs, benefits and impact of alternatives to where and how the
Authority collects tolls. It is expected to be completed in October 2006. In addition, the Authority
is conducting regional studies in concert with the New York State Department of Transportation and
reoional or local Metropolitan Planning Organizations.
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The S0.4() passenger to]1 collected at Spring Valley was able to be removed prior to the release of
the no free passage covenant due to its close proximity to the Tappan Zee Bridge toll barrier. In
essence, because an overwhelming majority of travelers were paying both the Spring Valley and
Tappan Zee Bridge tolls, we were able to “move” the Spring Valley tolls to the Tappan Zec Bridge
Barrier without violating the no free passage covenant. To alleviate congestion while maintaining
revenue neutrality, commercial congestion pricing was implemented at the Spring Valley Barrier and
the Tappan Zee Bridge Barrier (which doubled commercial cash tolls) and passenger tolls were
increased from $2.50 to $3.00 at the Tappan Zee Bridge Barxier.
