DULLES TOLL ROAD. Proposed Toll Rate Increases. Report on Public Comments

Transcription

1 DULLES TOLL ROAD Proposed Toll Rate Increases Report on Public Comments October 208

2 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments October 208 Contents. INTRODUCTION SUMMARY OF PUBLIC COMMENTS EXHIBITS... 9 i

3 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments. INTRODUCTION At their June 20, 208, meeting, the Dulles Corridor and Finance Committees of the Airports Authority s Board of Directors authorized the Authority staff to initiate the process for amending the Airports Authority regulation which establishes the toll rates for the Dulles Toll Road (DTR). The Committees also authorized staff, during this process, to conduct public hearings and seek public comment on a proposed set of toll rate increases (shown below in Table ), as well as on four specific questions relating to operations of the DTR (set out below in Table 2). TABLE : Proposed Toll Rate Increases Tolled Ramp Main Line Toll Plaza Entrances/Exits Vehicle Class From To From To 2-axle $2.50 $3.25 $.00 $.50 3-axle $5.00 $6.50 $2.00 $ axle $6.25 $7.75 $2.50 $ axle $7.50 $9.00 $3.00 $ or more axles $8.75 $0.25 $3.50 $4.50 TABLE 2: Questions Presented for Public Input. Should the proposed increase of $.25 in the cost of a typical Dulles Toll Road trip be allocated as proposed between the mainline toll plaza and ramps (i.e., a 50-cent increase at the ramp plazas and a 75-cent increase at the mainline plaza) or should it be allocated in a different manner between the ramp and mainline plazas? 2. At a future date to be determined, should the Dulles Toll Road s toll plaza lanes that allow customers to pay in cash be converted to E-ZPass only (or open road tolling), similar to newer toll facilities? 3. At a future date to be determined, should credit cards be accepted in certain Dulles Toll Road toll plaza lanes, similar to the Dulles Greenway and other toll facilities? 4. Should any other operational improvements be made to the Dulles Toll Road? On June 25, 208, the Airports Authority published a notice in The Washington Post (attached as Exhibit A) that, among other things, described the proposed DTR toll rate increases, stated the four specific operational questions on which the Airports Authority was seeking public input, provided information regarding three public hearings that would be held on the proposed toll rate

4 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments increases, explained how information on the proposed increases could be obtained and how written comments on the proposed increases could be submitted outside of the public hearings, stated that the period for the submission of comments would run from July 2, 208, through August 3, 208, and invited members of the public to submit comments on the toll rate increases and the four posed questions during the comment period. In addition to the notice in The Washington Post, notice of these three public hearings was provided in a variety of ways: print and/or digital banner advertisements in the Fairfax Times, Loudoun Now, Loudoun Times-Mirror and Washington Informer. Spanish language advertisements were placed in the Washington Hispanic and El Tiempo Latino. Public hearing notices were posted on the Airports Authority s website ( reminders were also posted regularly to the Airports Authority s Twitter account which were retweeted by media outlets; and blasts were distributed to the Authority s customer and stakeholder distribution lists. The notice published in The Washington Post stated that translators would be available at each public hearing to assist Spanish-speaking attendees. In addition, the notice stated that individuals wishing other translation services for additional languages should contact the Authority at a specific number at least 72-hours in advance of the hearing. The notices also indicated that American Sign Language interpreters would be available for the hearing impaired at each hearing. Public hearings were conducted on the dates and locations shown in Table 3. TABLE 3: Public Hearing Dates and Locations July, 208 July 7, 208 July 9, 208 5:00 to 8:00 p.m. 5:00 to 8:00 p.m. 5:00 to 8:00 p.m. Spring Hill Elementary School South Lakes High School Stone Bridge High School 820 Lewinsville Road 400 South Lakes Drive 4300 Hay Road McLean, VA 2202 Reston, VA 209 Ashburn, VA 2047 At each public hearing, information was provided to attendees in four subject areas: Dulles Toll Road Operations, including information provided by the Virginia Department of Transportation about the E-ZPass program; Dulles Corridor Improvements; The Metrorail Silver Line Project; and The Finance Plan and other financial information relating to funding the operations of and improvements to the Dulles Toll Road and construction of Metrorail Silver Line project. This information was provided in a series of boards relating to each subject area, and through Authority staff members assigned to each area. In addition, at each hearing, attendees were 2

5 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments invited to prepare and submit written comments on the proposed rate increases and on the four specifically posed questions, or to convey their comments verbally to a recorder who then transcribed the comments. The first public hearing, which was held on July, 208, at Spring Hill Elementary School in McLean, was attended by 25 individuals. The second hearing, which was held on July 7 at South Lakes High School in Reston, was attended by 2 individuals. And the third hearing, which was held on July 9 at Stone Bridge High School in Ashburn, was attended by 5 individuals. During the comment period, 8 individuals and 3 organizations submitted a total of 90 comments to the Authority. These comments were submitted in a number of ways: through forms that were filled out and submitted by attendees at the public hearings; as verbal comments provided by hearing attendees and transcribed by a recorder at the hearings; via an on-line comment form available on the MWAA website; and as written comments sent by mail or . Verbatim copies of all submitted comments are provided in in two parts. Part includes all comments submitted by organizations. includes all comments submitted by individuals, arranged alphabetically by last name. Of the 8 individuals submitting comments who responded to requests for information made by the Authority, (i) 2 stated that they currently use the Dulles Toll Road, (ii) 48 stated they plan to use the Metrorail Silver Line, and (iii) 64 provided the location of their residence; of these latter 64 individuals, 35 were residents of Fairfax County, 24 resided in Loudoun County, and 5 lived elsewhere in the Washington, D.C., region. The 90 submitted comments varied in their content. Some only addressed the subject of the proposed toll rate increases; others only addressed the subject of the posed questions regarding DTR operations, some responding to all four of the questions and others fewer than the four; and still other comments addressed both the subject of the proposed rate increases and one or more of the posed questions. All told, these 90 submitted comments conveyed a total of 363 views on the proposed toll rates (87) and on the four posed questions (76). Five of the 8 individuals provided comments on more than one occasion. 3

6 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments 2. SUMMARY OF PUBLIC COMMENTS A. Comments in Response to the Proposed Toll Rate Increases All but three of the 90 submitted comments addressed the subject of the proposed increases in the toll rates. The views on this subject fell into the following categories and are summarized below.. The unfairness of the rate increases (23 comments). These comments addressed the unfairness of the rate increases based upon the use of the increased DTR revenue they will produce to fund construction of the Metrorail Silver Line project. This unfairness, the comments stated, stemmed from the fact that many individuals who will benefit from the Silver Line project are not being asked to pay for its construction. The unfairness also stemmed, the comments stated, from the burden that the toll rates place on users of the DTR in that they are funding almost half of the construction cost of the Silver Line project. A significant part of that burden, the comments stated, should be allocated to residents and businesses throughout the entire metropolitan area who will benefit from the new Silver Line but are not being asked to fund its construction. In short, these comments stated that basic fairness requires that a far lower share of the cost of constructing the Silver Line should be paid by users of the DTR and that a far higher share should be paid by individuals who will directly and substantially benefit from the project once it becomes fully operational. 2. The impacts of the rate increases upon the commenting individual (09 comments). A segment of these comments addressed the financial impact that the proposed toll rate increases would create for the individuals submitting the comments. Several of these commenters mentioned they were retired on fixed income. Others mentioned the increased tolls would make the toll road unaffordable for their use, and they would need to use other roads to avoid the DTR. Others mentioned the toll road was becoming a road for the wealthy due to the size of the toll rates that are being proposed. Negative impacts of the rate increases were also expressed in comments submitted by residents north of the DTR who are experiencing non-local, cut-through vehicles on their local streets which they believe would normally use the DTR if it were not for the toll rate at the mainline toll plaza. These comments conveyed the view that the toll at the mainline toll plaza is a major disincentive for drivers traveling between Interstate 495 or Route 23 and Route 7 to use the DTR and that these drivers, instead of using the DTR, are using their local streets. The comments stated that this non-local, cut-through traffic is causing their local streets to carry a volume of vehicles that they are not designed to handle. 3. Alternative sources of funding in lieu of the rate increases (28 comments). These comments communicated the view that the Authority and its Silver Line partners should find additional funding sources to fund the Silver Line construction which would enable the proposed toll rate increases to be eliminated or lowered. Five additional funding sources were identified by comments. One was the Washington Metropolitan Area Transit Authority which, the comments stated, should assess a fee on present and future users of the Silver Line that would be used to help pay for its construction. The second source was Fairfax and Loudoun 4

7 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments counties who the commenters thought should tax property owners, businesses and others with financial interests along the Dulles Corridor which will significantly benefit from the Silver Line. The third source was airlines at Dulles International Airport which, the comments stated, will also financially benefit from the Silver Line and the Metrorail station at the airport. The fourth source was the Dulles Airport Access Highway and the revenue that could be raised by tolling the highway; several comments recommended making the highway a HOT lane facility, like the express HOT lanes on 495, and others stated their view that it was entirely fair to toll drivers using the airport. The fifth source was additional funding from the Commonwealth of Virginia via a regional tax or an increase in the gas tax applicable to the region; generally, these comments focused on spreading the cost of the Silver Line Project throughout the region since the benefits of the project to extend beyond the Dulles Corridor. 4. General opposition to rate increase (20 comments). These comments expressed opposition to the proposed toll rate increase and conveyed no particular views as to the reason for their opposition. 5. General support of rate increases (7 comments). These comments agreed with the rate increases as proposed. B. Comments in Response to the Specifically Posed Questions Of the 90 submitted comments, 76 addressed one or more of the four specific questions on which the public was asked to comment. The views that were conveyed by these comments are summarized below for each of the four questions.. Should the proposed increase of $.25 in the cost of a typical Dulles Toll Road trip be allocated as proposed between the mainline toll plaza and ramps (i.e., a 50-cent increase at the ramp plazas and a 75-cent increase at the mainline plaza) or should it be allocated in a different manner between the ramp and mainline plazas? Fifty-five submitted comments addressed this question. Seven of these comments agreed with the allocation between the mainline and ramp plaza tolls reflected in the proposed rate increases. Forty-eight comments disagreed with that allocation. Twenty-six of these 48 comments expressed support for the increase to be allocated differently than proposed; some favored a lower or no increase at all at the mainline plaza, while applying the proposed increases at all the ramp plazas or at certain ramps such as Spring Hill Road (which some commenters stated should have a toll equal to the toll at the main line plaza). Thirteen of the comments supported an entirely different allocation than the proposed allocation in that they favored rates at the mainline and at all (or certain) ramps that varied from the proposed rates. Seven other comments indicated disapproval of the proposed allocation because they opposed any rate increase at any toll plazas. And the remaining two comments favored applying the proposed increases at the mainline plaza but not increasing the ramp toll rates at all, or just stated the allocation should be different but failed to provide an alternative allocation. 5

8 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments 2. At a future date to be determined, should the Dulles Toll Road s toll plaza lanes that allow customers to pay in cash be converted to E-ZPass only (or open road tolling), similar to newer toll facilities? Forty-four comments addressed this question and expressed the following viewpoints. a. No conversion of cash lanes to E-ZPass only lanes (2 comments). These comments opposed any conversion of cash lanes to the E-ZPass system and favored retaining the current cash lanes. b. Complete conversion of cash lanes to E-ZPass only lanes (9 comments). These comments favored converting all cash lanes at the ramps and mainline toll plazas to E- ZPass only lanes, thus moving the DTR to an All-Electronic-Toll facility. These comments noted that this system is widely used in the region, and it would lead to greater efficiencies on the DTR, both for drivers and for the Airports Authority which could avoid the personnel costs associated with the cash lanes. c. Partial conversion of cash lanes to E-ZPass only lanes (3 comments). These comments favored converting some but not all cash lanes to E-ZPass only lanes, and they recommended that at least one lane should continue to allow for cash and/or credit card transactions. These comments appeared to favor retaining at least one cash lane at the mainline plaza and at all ramps since none expressly suggested retaining a cash lane at fewer than all toll plazas. 3. At a future date to be determined, should credit cards be accepted in certain Dulles Toll Road toll plaza lanes, similar to the Dulles Greenway and other toll facilities? Thirty-eight submitted comments addressed this question and presented the following views. a. Support the use of credit cards (3 comments). These comments generally favored providing a credit card payment option in some DTR toll plaza lanes without distinguishing between ramps or mainline plazas. The comments saw this as a good operational change which would benefit DTR users by providing another payment option and, in addition, would enable a reduction in or elimination of number of personnel required to staff toll booths. Twenty of these comments supported providing a credit card option at the ramp and mainline plazas and removing entirely the pay-by-cash option. The other eleven comments indicated it would be advisable to retain at least one cash toll booth at all toll plazas to allow a method of payment other than E-Z Pass for those who do not have a credit card or who lack an E-ZPass. A few comments went further to express that other forms of payment should be explored, and suggested the use of Apple Pay, Google Pay and debit cards. b. Do not support use of credit cards (7 comments). These comments did not support and recommended against the use of credit cards, with some commenters stating the fear of 6

9 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments identity theft and the fact that not all uses of the DTR have access to credit cards. 4. Should any other operational improvements be made to the Dulles Toll Road? Thirty-nine submitted comments addressed this open-ended question. These comments presented the following views. a. Mitigate avoidance of mainline plaza ( comments). These comments addressed the use of neighborhood streets north of the DTR in McLean by non-local, cut-through vehicle traffic. The comments expressed the view that this use of neighborhood streets, at least in significant part, is by drivers who are traveling in both directions between Interstate 495 (or Route 23 east of 495) and areas west of Route 7, and are using local streets in between 495 and Route 7 to avoid paying a toll at the DTR mainline toll plaza. For instance, some of these comments stated the view that vehicles traveling southbound on 495 and heading to destinations west of Route 7 avoid the DTR and the toll at the mainline toll plaza by exiting 495 prior to the toll road, use neighborhood streets to reach Route 7, and then take the on-ramp to westbound DTR from Route 7 (where no toll is charged). Other comments conveyed the view that drivers traveling eastbound on the DTR avoid the mainline toll plaza by (i) exiting the toll road onto Route 7 westbound (where no toll is charged) and eventually entering local streets and proceeding east to connect to 495 or Route 23 or (ii) exiting onto Spring Hill Road (paying an exit ramp toll), then turning north onto Spring Hill Road and eventually using local streets to travel east to 495 or Route 23. The comments expressed the view that the tolls assessed at the DTR mainline toll plaza serve as a disincentive for drivers to use the toll road, and lead drivers instead to use local streets to reach their destination. To address this problem, eight of the comments recommended the creation of a dedicated lane along the DTR/Route 267 for trips between 495 and Route 7 that would allow for toll-free usage or usage with tolls substantially less than they are now. 2 The comments stated that this toll-free or tollreduced dedicated lane would encourage drivers to use the DTR to travel back and forth between 495 or Route 23 and Route 7, rather than, as now, using local streets for these short-hop trips. Five of these submitted comments also described an alternative recommendation which is to relocate the DTR mainline toll plaza to a new location west of Route 7. The comments suggested that moving the mainline toll plaza west of Route 7 would reduce the incentive of many non-local drivers who, the commenters believe, now cut-through residential streets north of the toll road to avoid the mainline toll plaza. One comment suggested tolling all entry and exit ramps for Route 7. 2 Comments suggesting a dedicated lane did not specify if this lane was for eastbound drivers or westbound drivers or both. 7

10 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments b. Implement distance-based tolling (7 comments). These comments stated that a tolling system which ties the amount of tolls assessed DTR drivers to the distance they travel on the toll road would be more equitable than the current toll rate system, and they recommend its adoption at some point in the future. c. Miscellaneous Improvements (4 comments). These comments included a variety of suggested improvements for the DTR, including repaving the road, having more clearly marked lanes, adding a third eastbound lane on the DTR/Route 267 from the main line toll plaza all the way to Route 23, improving the eastbound exit ramp from DTR/Route 267 to Route 23 east, improving the eastbound exit ramp from DTR/Route 267 to 495 north, studying the assessment of one-way only tolls (i.e., only on vehicles traveling eastward or traveling westward), allowing HOV vehicles to use the DTR tollfree and adding another HOV lane in each direction. d. No improvements needed (7 comments). These comments stated a preference for no operational improvements on the DTR, either because they felt the toll road was fine as-is or because they felt making no improvements would mean lower costs which would mean lower rate increases. 8

11 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments 3. EXHIBITS EXHIBIT A Copy of The Washington Post Advertisement EXHIBIT B Verbatim Copies of all Comments Part : Comments received from organizations : Comments received from individuals, sorted alphabetically 9

12 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments EXHIBIT A Copy of The Washington Post Advertisement A-

13 Dulles Toll Road Proposed Toll Rate Increases Report on Public Comments EXHIBIT B Verbatim Copies of all Comments Part : Comments received from organizations : Comments received from individuals, sorted alphabetically

14 Part 24 Auerbach, Irwin "Irv", The Lewinsville Coalition A,A2,B,B2A,B4A Comments of the Lewinsville Coalition on the Proposed Dulles Toll Road Toll Increases and Other Issues The following are the comments of the Lewinsville Coalition regarding the proposed Dulles Toll Road toll increases and other aspects of the current Toll Road operations that contribute to cut through traffic on Lewinsville Road. The Lewinsville Coalition represents homeowners associations along Lewinsville Road and Spring Hill Road in McLean. Currently Lewinsville Road experiences a large volume of cut through traffic. A portion of this cut through traffic consists of vehicles that logically should be using the Toll Road instead of Lewinsville Road. This extra traffic has a significant effect on our neighborhoods. During rush hour, our residents often have difficulty getting into and out of our neighborhoods because of the large volume of traffic on Lewinsville Road in both directions. Our comments are concerned with the following issues associated with current Toll Road operations and proposed Toll Road toll increases: The disincentive for drivers to pass through the main toll plaza to use the Toll Road to and from VA 23 because of the higher toll at the main Toll Plaza than at the nearby Spring Hill Road ramp. The disincentive for traveling the short distances on the Toll Road between Rt. 7 and VA 23 and I 495 because of the high toll at the main toll plaza. Transitioning to all electronic tolling in the future and charging tolls based on distance travelled. The Dulles Toll Road Authority should implement tolling and operational policies and methods that keep traffic on the Toll Road and remove disincentives for drivers to cutthrough on Lewinsville Road. Disincentive to pass through the main toll plaza travelling to and from VA 23 The logical way for drivers to travel to and from VA 23 on the Toll Road is to use the ramps at VA 23. Drivers using the Toll Road ramps at VA 23 must pass through the main toll plaza. However, drivers can also travel to and from VA 23 via Spring Hill Road and Lewinsville Road. The main toll plaza presently has a significantly higher toll ($2.50) than the adjacent ramps for Spring Hill Road ($). In effect, drivers who want to access the Toll Road directly at the VA 23 ramps are charged an extra fee of $.50 each way to travel the one mile between the main toll plaza and VA 23. The higher toll at the main toll plaza is a strong incentive for drivers to instead use the Spring Hill Road/Lewinsville Road route to and from VA 23. A daily commuter using the Spring Hill ramps to travel to and from VA 23 in lieu of accessing or exiting the Toll Road directly via the VA 23 ramps saves $.50 each way ($3 per day). A savings of $3 per day amounts to an annual savings of $720 for a commuter traveling 5 days per week for 48 of 52 weeks per year. Clearly, there is a significant financial disincentive to pass through the main toll plaza to use the VA 23 ramps. The cut through traffic diverted from the Toll Road contributes greatly to the already significant traffic on Lewinsville Road and represents lost toll revenue for the Toll Road. The proposal to increase the tolls will make the above situation even WORSE by increasing the Toll Plaza/Spring Hill Road toll difference from the current $.50 to $.75, thereby increasing the disincentive to pass through the main toll plaza to use the VA 23 ramps. One way to solve the problem would be to collect more toll revenue on the ramps by charging more at all the ramps and reducing or eliminating the extra toll at the main toll plaza. Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page of

15 Part 24 Cont. Auerbach, Irwin "Irv", The Lewinsville Coalition A,A2,B,B2A,B4A Disincentive to traveling on the Toll Road between Rt. 7 and VA 23 and I 495 The Toll Road is the logical route for drivers traveling the two mile distance between Rt. 7 west of the Toll Road and VA 23 and I 495. Using the Toll Road for this short segment requires passing through the main toll plaza. This short trip presently costs $2.50 each way. However, Lewinsville Road is a free parallel alternative route to the Toll Road between these points. As a result, many drivers use Lewinsville Road between VA 23 and Rt. 7 to avoid paying the high toll to travel this short distance. A daily commuter using Lewinsville Road instead of the Toll Road can save $5/day, perhaps saving as much as $000/year in tolls. This contributes significantly to the volume of traffic on Lewinsville Road. This problem is unique to this Toll Road segment and probably can be solved with a solution applicable only to this segment. One possible solution would be to devise an electronic way to charge only a small toll say, $0.50 or $ to travel the short segment between Rt. 7 and VA 23 and I 495. Doing this would make the toll for this segment much more in line with the cost per mile for other Toll Road segments and would remove the incentive to use Lewinsville Road as a cut through route to avoid the toll. This method could easily be done for drivers with transponders if overhead sensors were added to the Rt. 7 eastbound on ramp and westbound off ramp. This setup would allow the software to detect vehicles traveling between the main toll plaza and Rt. 7 and to apply the small toll rather than the full toll at the main toll plaza. Disparity in the tolls on the Spring Hill Road eastbound on ramp and westbound off ramp Lewinsville Road residents traveling the one mile distance on the Toll Road between Spring Hill Road and VA 23, I 495, or the free Toll Road extension to I 66 must pay $ to travel this short segment. This cost per mile is much more than the cost for other Toll Road segments. This disparity is unfair to Lewinsville Road residents, who frequently use this short segment of the Toll Road. The toll on these Spring Hill Road ramps should be consistent with the new toll to use this short segment from Rt. 7, as discussed in our comment above. Transition to all electronic tolling and charge by distance traveled In the long term, the Toll Road should implement all electronic tolling and charge a toll based on the distance traveled. Implementing such a tolling system will eliminate all of the disincentives described in our other comments that result in the significant consequences of cut through traffic on Lewinsville Road residents. Tolling by distance is also a much fairer way to allocate the costs to all Toll Road users. Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page 2 of

16 Part 80 Allen, Barbara, The Snow Lear Homeowners Association A2,B, B4A Please accept this comment both as my personal comment and one on behalf of my neighbors in the Snow Lear HOA, Section 5 of the McLean Hamlet. The toll structure on 267 affects traffic flow and access to our neighborhood, the McLean Hamlet and particularly Snow Meadow, the last street before the Lewinsville I495 overpass. In the toll structure's present state, there is a cash incentive for commuters to save on these tolls by exiting at Spring Hill Rd and re entering for a $.50 savings. This causes a lengthy delay for those in the left turning/straight lane who are legitimately using the exit to get to their neighborhood. Eliminating the toll collection lane is an option but having traveled to areas of the country with Easy Pass only toll roads I understand the negatives of this decision. Our area has many visitors who many not have EZ Pass but should be welcome on the Dulles corridor. Retaining the toll collection lane would also potentially solve the Spring Hill Rd issue. The cost of the toll payment lane (worker salary/benefits, processing of cash) should be calculated and considered in the toll differential between the cash and the EZ Pass Lane. If, for example, the cash lane was $.25 for cash payers at Spring Hill cars would not save any by exiting and re entering eliminating this behavior and reducing this extra traffic at the toll booth. If the differential payment structure is in place, EZ Pass holders would be charged $.00 to exit Spring Hill but for those that immediately re enter, the sum total for those two transactions would equal the main toll plaza total which at this point is $2.50. It would seem that this option would be a simple programming adjustment and addition of some small signage and a communication plan that would also give the opportunity to remind commuters not to use local neighborhoods as pass through routes to save time and money. When attending one of the open houses it appeared that effects of the toll structure and impact on local communities might not have been thoroughly analyzed so please consider these comments and impacts for this decision, as well as future ones. The Dulles Toll Road impacts our daily lives. We ask that you select balanced decisions that consider minimizing the negative aspects for local neighborhoods and not just positive aspects of revenue collection. Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page 3 of

17 Part To Whom It Concerns: On behalf of the Fairfax County Taxpayers Alliance, comments and suggestions are hereby submitted to the Metropolitan Washington Airports Authority and its consultants for review and response. INCLUSION OF DULLES TOLL ROAD AND CONNECTOR ROAD IN FEDERAL INTERSTATE HIGHWAY SYSTEM Many drivers, possibly a majority of those using the Dulles Airport Access Road (DAAR), the Dulles Toll Road (DTR) and the Connector Road from Capital Beltway to I 66 are interstate drivers. 83 Whitfield, Rob,3, Fairfax County Taxpayers Alliance A3 Dulles International Airport, and its access routes from DC, Maryland and Virginia, are part of a domestic and international travel network. In order to obtain potential federal funding for future improvements to the DAAR, the DTR and Connector Road, these highways should be made part of the Interstate Highway system. Dulles Toll Road users have paid over $2 billion in tolls since initial highway lanes were completed between the Capital Beltway and Route 28 in 984, vastly more than has been levied on any other toll road in Virginia. Elsewhere in Virginia, the Commonwealth has limited or avoided use of tolls for financing most highway projects. Over $ billion in tolls have been levied since the November 2008 take over by Metropolitan Washington Airports Authority of DTR management and operations from the Virginia Department of Transportation. Funding for the Dulles Rail Project aka the Silver Line was negotiated in 2006 between then Governor Tim Kaine and his friend, then MWAA Board Chairman Mame Reiley, without any public hearings in Northern Virginia and without the advice and consent of the Virginia General Assembly. Most of the tolls collected during the last decade have been used for Silver Line capital costs, the construction costs for which have more than doubled to over $6 billion from the $3 billion estimated costs in the 2004 Final Environmental Impact. Almost all of the increased costs have been borne by Dulles Toll Road users, again without any Northern Virginia public hearings during the Kaine administration. Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page 4 of

18 Part MWAA has denied DTR users any role in discussions, or the right to comment at public meetings, when funding plans and decisions are made such as those held by the Dulles Corridor Advisory Committee. MWAA is the only Washington area regional body which denies the opportunity for public comment at its regular Board meetings. 83 Cont. Whitfield, Rob,3, Fairfax County Taxpayers Alliance A3 Few highway improvements have been made to the DTR by MWAA in the last decade since it assumed control of DTR operations. Replacement of certain sound walls along the DTR in Vienna was completed and entrance/exit ramps in Tysons to/from the Dulles Airport Access Road and the Capital Beltway were built circa 200 using DTR funds, on the basis that they lessened DTR congestion. During recent years, MWAA has conducted secret studies, allegedly by HNTB consultants, but not made public, of options for potential widening of the Dulles Toll Road between Tysons and Reston. Given the magnitude of residential and commercial developments already approved and planned for approval in both Tysons and Reston and the increased highway trips that will be generated in the decades ahead, it is time for MWAA to stop acting like the Central Intelligence Agency or similar covert entity. Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page 5 of

19 Part As a condition of obtaining the right to levy any future toll increases, MWAA must first initiate an ongoing public process to evaluate future Dulles Corridor highway improvement options and the potential impacts of proposed widening on adjacent communities. A public oversight committee must be established by MWAA, perhaps as part of the Dulles Corridor Advisory Committee, to protect nearby communities from adverse impacts from highway widening. MWAA, without first seeking comment at public meetings in Northern Virginia, obtained approval in 202 from the MWCOG Transportation Planning Board for an additional lane to be built in each direction to the Dulles Airport Access Road between Tysons and Dulles Airport by the mid 2030s. MWAA did not identify the potential source of project funding. Again, an ongoing public review process must be initiated by MWAA prior to approving any DTR toll increases. Several times in the last nine months, Fairfax County Board Chairman Bulova has been asked to help negotiate a more equitable funding arrangement for the Silver Line project as part of the General Assembly's Washington Metro Area Transit Authority capital funding plan. No response has been received from County officials. 83 Cont. Whitfield, Rob,3, Fairfax County Taxpayers Alliance A3 Among options suggested is a regional tax plan to help reduce the almost 50% portion of the capital and financing costs being borne by DTR users. The projected DTR toll increases in coming years will be far higher than those during the last decade when toll rates were held constant by a series of General Assembly toll subsidies. Since the land underlying the Dulles Airport Access Road, the Dulles Toll Road and Connector Road is owned by the federal government, with the DTR leased to VDOT and subleased to MWAA, it seems timely for an agreement to be reached with the Federal Highway Administration to re assert its ownership rights and designate the Dulles Airport Access Road, the Dulles Toll Road and the Connector Road as part of the Interstate Highway System. As part of its outreach effort, MWAA must include the public in its toll rate setting process. An independent body, not MWAA, must survey residents and businesses using the Dulles Toll Road to determine public preferences among various toll options. A survey similar to the following must be commissioned for completion within sixty days. Additional comments will be provided shortly. MWAA must establish an ongoing communication process with the impacted public NOW! Thank you for your consideration. Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page 6 of

20 Part Rob Whitfield Fairfax County Taxpayers Alliance DRAFT SURVEY OF DRIVERS USING DULLES TOLL ROAD PERSONAL INFORMATION 83 Cont. Whitfield, Rob,3, Fairfax County Taxpayers Alliance A3 Zipcode of Primary Residence Zipcode of Primary Place of Business Age Range: 6 to 24 ; 25 to 34 ; 45 to 54 ; 55 to 64 ; 65 and older PAYMENT OF DULLES TOLL ROAD TOLLS Do you use EZ Pass to pay Dulles Toll Road tolls? YES NO Have you experienced any EZ pass toll payment problems during the last two years? YES NO Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page 7 of

21 Part Types of EZ Pass toll payment problems experienced: Failure of EZ Pass payment to be recorded YES NO Billing problems YES NO Credit card problems due to overbilling by EZ pass YES NO Was resolution of EZ Pass payment problem prompt and fair YES NO Comments up to 50 words 83 Cont. Whitfield, Rob,3, Fairfax County Taxpayers Alliance A3 Do you favor an EZ Pass toll discount over cash payment for Dulles Toll Road tolls YES NO If you favor a discount, do you believe that such discount should be: 0% or less 0% to 25% Over 25% Do you favor Use of Credit Cards for payment for Dulles Toll Road tolls YES NO Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page 8 of

22 Part USAGE OF DULLES TOLL ROAD How often do you use the Dulles Toll Road Entrance/Exit Ramps as a driver of personal automobile? At least five times per week in both directions during peak traffic periods At least five times per week in both directions during off peak traffic periods Two to four times per week in both directions, peak and off daytime peak periods 83 Cont. Whitfield, Rob,3, Fairfax County Taxpayers Alliance A3 One to two times per week in both directions, peak and off daytime peak periods Less than once per week in either direction, peak and off peak periods How often do you use the Dulles Toll Road Main Toll Plaza as a driver of personal automobile? At least five times per week in both directions during peak traffic periods At least five times per week in both directions during off peak traffic periods Two to four times per week in both directions, peak and off daytime peak periods One to two times per week in both directions, peak and off daytime peak periods Less than once per week in either direction, peak and off peak periods Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page 9 of

23 Part DULLES TOLL ROAD NIGHT TIME USE How often do you use the Dulles Toll Road after 9.30 pm at night and before 5.30 am in mornings? Less than once per week in either direction 83 Cont. Whitfield, Rob,3, Fairfax County Taxpayers Alliance A3 Two or three times per week in either direction Four to six times per week in either direction Daily in either direction Since the toll booths at entrance/exit ramps are unmanned at night, do you favor: Use of only EZ Pass toll readers at night, elimination of cash tolls Elimination of all entrance/exit ramp toll payments from 9.30 om to 5.30 am Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page 0 of

24 Part PEAK PERIOD TOLLS (ASSUMED AS 7.00 AM TO 9.00 AM AND 4.00 PM TO 6.00 PM) Should DTR tolls be higher during peak periods than during the rest of the day? YES: NO 83 Cont. Whitfield, Rob,3, Fairfax County Taxpayers Alliance A3 Should DTR Main Plaza tolls be higher in peak periods than during the rest of the day? YES: NO Should DTR Entrance Ramp tolls be higher in peak periods than during the rest of the day? YES: NO Should peak period tolls be at least 50% higher than during the rest of the day? YES: NO HOV 3+ VEHICLES TOLL ELIMINATION About 5 years ago, as an incentive to encourage carpools, the Virginia General Assembly passed a bill allowing VDOT, which then operated the Dulles Toll Road, to permit HOV 3 or more vehicles to operate toll free on the DTR. Do you favor elimination of Dulles Toll Road tolls for vehicles with three or more passengers? YES: NO 83 Cont. Whitfield, Rob,3, Fairfax County Taxpayers Alliance A3 In addition, the Authority is inviting comments on the following:. Whether the proposed increase of $.25 in the cost of a typical Dulles Toll Road trip should be allocated as proposed between the mainline toll plaza and ramps (i.e., a 50 cent increase at the ramp plazas and a 75 cent increase at the mainline plaza) or should be allocated in a different manner between the ramp and mainline plazas; 2. Whether, at a future date to be determined, the Dulles Toll Road's toll plaza lanes that allow customers to pay in cash should be converted to "E ZPass only" (or open road tolling), similar to newer toll facilities; 3. Whether, at a future date to be determined, credit cards should be accepted in certain Dulles Toll Road toll plaza lanes, similar to the Dulles Greenway and other toll facilities; and 4. Whether any other operational improvements should be made to the Dulles Toll Road. Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page of

25 45 Acker, Larry A2,B Many drivers avoid the main toll plaza and use Lewinsville Road. That makes it very difficult for people who live on either side of Lewinsville Road to get out of our neighborhoods, especially during morning and evening peak travel periods. Please modify the toll structure to eliminate the incentive for using Lewinsville Road. 45 Adam A4 I use the toll road minimally. I think that since it has paid for itself, the toll booths should be removed instead of funding the next project. I do not support an ever increasing toll on residents who were lead to believe that it would be temporary, and I think that relinquishing control of it to MWAA (so that they could impose whatever increases upon us) was a disgrace. At least the Greenway will become Virginia's in the future. I say put a toll on 495 and 66 entering Virginia until there is money for a bridge at Route 28. Then, as promised, get rid of it! 9 Allison A3,B2C,B3A (Response to Question on Use of Metrorail in Dulles Corridor) Yes. I will for work and for flights. (Response to Question on Allocation) How about hold off and tax United Airlines and other companies who will profit from it. (Response to Question on E ZPass Only) No (Response to Question on Credit Card Acceptance) Yes (Response to Question on Operational Improvements) No more tolls. 75 Anderson, Rob A2,B,B4A Personally, I will pay the toll now only if I need to save time. I have the financial means to pay it every day like I did in the days when toll plaza was $.50, but cannot stomach the idea of paying $0 round trip to get to Reston/Herndon with MWAA proposed increase. Place an entrance/exit toll on Rt7 which bypasses the main toll plaza; similar to Springhiill Rd toll. No driver wants to pay $3.50 to go 300 feet to Rt 7. There are ways around this and cost incentivized drivers will avoid this toll. Lower the toll so there is more of an incentive to pay the it. The volume of Maryland plated cut thru traffic in my neighborhood is very high during rush hours, both ways. My neighborhood has a route from Georgetown pike to Bellview to Towlston to Rt 7. MD traffic will use this route to avoid toll plaza and get to Rt 7. Increase of tolls at main toll plaza will incentivize cut through traffic which avoids tolls entirely. Lower tolls at main toll plaza and raise tolls at Reston Herndon exits. Take some time and visit the intersection of Towlston & Bellview roads during rush hour. You will see a huge volume of traffic. Most of these are toll avoiders. Look closely at the vehicle occupants and the vehicle and you may come to the conclusion that a lower toll on Rt 7 exit/entrance that avoids the toll plaza might incentivize these drivers to pay the cheaper toll as opposed to the proposed $ Andrews, Helen A4 I think that they should lower the rates for economical reasons everyone cannot afford these rate prices and have a discount for the seniors and the disabled riders can afford. 90 Arila, Norme 3 A,A3,B,B2A,B3A (Response to Question on Allocation) Between the ramp and the mainline. But I don't agree of the increase United Airlines have to pay their fair share too. (Response to Question on E Z Pass Only) Yes (Response to Question on Credit Card Acceptance) Yes (Response to Operational Improvements) No extra toll fee. Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page of 47

26 89 Armstead, Joshua 3 A,A3 93 Armstead, Joshua 3 A,A3 I believe that companies like United should pay their fair share. I think that corporations should pay the tolls. Tax them, not the people. Tax the corporations, and you'll have the capital you need for improvements. I believe that, and I'm wondering why, actually, in the form of a question, why companies like United and others who are benefitting the most from this Toll Road don't pay their fair share. As a representative for the workers at Dulles Airport, I believe that United has the ability to pay more, and that it shouldn't fall on the workers or the taxpayers. That's it. 24 Atkinson, Hunter B,B2B The rates are appropriate. More lanes should be EZ Pass only. 23 Auerbach, Irv A2 I urge MWAA to modify the toll structure to eliminate the incentive for drivers to use Lewinsville Road to avoid the main toll plaza. Drivers who do that are making a major contribution to traffic on Lewinsville Road during the morning and evening peak travel periods. Traffic on Lewinsville Road during those periods has become so heavy that it has become very difficult to exit our neighborhoods. I realize that MWAA must generate sufficient revenue to redeem bonds and build the Silver Line, but it simply is not equitable to raise that revenue at the expense of the hundreds of families who live in this area. 60 Baird, Elizabeth A2 If you increase those tolls, it will just send more cars off of 267 and speeding down Lewinsville Road, Old Dominion Drive, and Georgetown Pike in McLean. This traffic off of 267 avoiding the tolls is already trapping McLean residents in their homes due to its volume and excessive speed. Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page 2 of 47

27 88 Baker, Heather B MWAA Should Reduce The MPT For Cars Entering or Leaving The Dulles Toll Road at Route 7. The $2.50 imposed at the Mainline Plaza Toll (MPT) is causing drivers traversing a short stretch of the Dulles Toll Road between I 495 and Route 7 to instead use residential streets as a cut through. These "short hop" drivers are overloading residential streets with commuter traffic, creating an unsafe and unpleasant situation for local residents. Increasing the toll to $3.25 for the "short hop" drivers will lead more of them to avoid the Dulles Toll Road. Their increased use of neighborhood cut through routes will cost the Metropolitan Airport Authority (MWAA) even more revenue, and will make the nearby local roads even more congested and hazardous. The toll should be lowered, not raised, for these short hop drivers. That will lead more of them back to the Dulles Toll Road, increasing revenue for MWAA, and reducing neighborhood cut through traffic. Toll Rate Anomaly: A driver traveling I 495 north or south who wants to reach Route 7 via the Dulles Toll Road must pay $2.50 per car at the MPT. This is high, considering the commuters will travel only.7 miles on the Dulles Toll Road. Likewise, a $2.50 toll must be paid for the reverse trip from Route 7 to I 495, creating a $5.00/day roundtrip total. MWAA proposes to increase this toll even higher to $3.25 each way, or $6.50 a day. This situation is faced by commuters from points south and west in Virginia and from Maryland. If they wish to use the Dulles Toll Road as a convenient interchange between Route 7 and I 495, they must pay the full MPT toll for a short hop of.7 miles. The Great Escape Long haul commuters on Dulles Toll Road may be willing to pay increased toll rates, but these short hop commuters are already refusing to pay the current toll. They have available cut through routes via the local residential roads between I 495 and Route 7. Because commuters navigating the local roads are able to continue their general eastward or westward movement, they do not lose an inordinate amount of time. 88 Cont. Baker, Heather B Why Is It Suddenly A Problem? When the toll rate was $0.75, it was not worth the effort to use neighborhood cut through routes to avoid the MPT toll. When the rate was raised to $2.50, circa 203, it became worthwhile for many commuters. They have proven their unwillingness to pay the toll by increasingly flooding the residential roads. If the MPT toll is raised again from $2.50 to $3.25, that will worsen the situation. It will increase the incentive for short hop drivers to take to the neighborhood streets to evade the MPT toll. The Toll Rate Study Does Not Consider The Short Hop: The Dulles Toll Road Comprehensive Traffic and Revenue Study (208 Update) estimates the potential impact of the toll increase on Dulles Toll Road revenues, including the increase of the MPT toll from $2.50 to $3.25 per car. The study concludes that Dulles Toll Road users are relatively insensitive to rate increases, and so the proposed increased will likely be accepted. That may be true for long haul commuters who travel the length of the Dulles Toll Road or who live in the Reston or Herndon areas. The study failed, however, to consider lost revenue from the short hop commuters who only want to connect from Route 7 to I 495 or vice versa. As just discussed, these short hop commuters have a realistic escape. Thousands of short hop drivers every day refuse to pay $2.50 MPT toll. If the MPT toll is raised to $3.25, even more of these drivers will find it worthwhile to evade it. The study fails to consider how revenue MWAA may lose from short hop drivers in the toll increases to $3.25, or conversely, how much revenue might be gained if a new lower rate could be applied exclusively to short hop drivers. Possible solutions: MWAA not doubt can determine how best to solve this problem. We did some brainstorming and came up with a few ideas: Create dedicated Route 7 entrance/exit lanes. Each car in the lane would pay a low toll (e.g., $0.75 or $.00) and be physically constrained to exit Route 7 (to prevent cheating). Use an overhead detector for E Z pass commuters, to track is entering and exiting route 7, giving these cars a pre defined credit against the MPT. Reduce the MPT for all cars but allocated an increased amount to ramps beyond Route 7. Move the MPT beyond Route 7. Conclusion: If, instead of raising the toll, a lower toll rate could be applied exclusively to the short hop commuters, a large number would probably return to the Dulles Toll Road to save time, thereby increasing MWAA revenue. Taking this step also would be a big help in removing thousands of daily commuters from nearby residential streets, thereby improving local quality of life. We urge MWAA to eliminate this toll anomaly for the benefit of all concerned. 87 Baker, Steve A2 Since the imposition of the $2.50 toll imposed at the Mainline Plaza Toll (MPT) significant traffic has rerouted to residential neighborhood streets to avoid a short stretch of the Dulles Toll Road between I 495 and Route 7. These "short hop" drivers are overloading residential neighborhood streets with commuter traffic, creating an unsafe and unpleasant situation for local residents and putting higher numbers of vehicular traffic on roads that are not designed or intended to handle those high volumes. Increasing the toll to $3.25 for the "short hop" drivers will lead more of them to avoid the Dulles Toll Road. This increased use of neighborhood cut through routes will cost the Metropolital Airports Authority (MWAA) revenue and will make the nearby local roads even more congested and hazardous and will also lead to increased maintenance costs on local roads. The toll should be lowered, not raised, for these short hop drivers. That will lead more of them back to Dulles Toll Road, increasing revenue for MWAA, and reducing neighborhood cut through traffic. I read the traffic study and it does not appear to consider this issue or address the lost revenue/neighborhood impact instead focusing more on end to end traffic flow. Please take the time to consider this matter as there would appear to be significant net benefits to all parties. Attended 7/ Meeting (Spring Hill Elementary School) 2 Attended 7/7 Meeting (South Lakes High School) 3 Attended 7/9 Meeting (Stone Bridge High School) " Categories" refer to the section letters and subsection numbers in Section 2 of the Report Page 3 of 47