CO: Private Toll Road measure defeated

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CarGuru > Driving > CO: Private Toll Road measure defeated 26 March 2005 04:09:44

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CO: Private Toll Road measure defeated
K Flynn 24 March 2005 23:06:52
	Three articles regarding a company's 20-year effort to build a private toll road bypass along Colorado's Front Range urban area. Question: Are there other strictly private toll roads in other states? 1) 'Super Slab' plan piques tempers Some residents say they won't let toll road steal their land By Kevin Flynn, Rocky Mountain News March 21, 2005 Many folks on the eastern Plains say the proposed "Super Slab" toll road will steal their rural lifestyle, their homes and their land over their dead bodies. For most, that's figurative. For a few, it may be literal. The Super Slab is super controversial in rural communities where residents value independence, private property and the Second Amendment. The plan calls for a $2 billion, privately financed toll road and rail corridor from Fort Collins to Pueblo, parallel to the Front Range. (For full article http://www.rockymountainnews.com/drmn/state/article/0,1299,DRMN_21_3637917,00.html 2) Toll-road plan bites the dust Senate committee indefinitely delays 'Super Slab' bill By Kevin Flynn, Rocky Mountain News March 23, 2005 Super Slab? Nope. Try Super Slap. A state Senate committee on Tuesday effectively killed the Front Range Toll Road, striking down for now the private 85-mph "Super Slab" highway that developer Ray Wells envisions running 210 miles between Fort Collins and Pueblo. (For full article http://www.rockymountainnews.com/drmn/legislature/article/0,1299,DRMN_37_3643203,00.html 3) Toll road gets tangled in Web of defeat Bloggers' successful blocking of 'Super Slab' bill stuns developer By Kevin Flynn, Rocky Mountain News March 24, 2005 The information superhighway beat the real highway. Developer Ray Wells said Wednesday he was blindsided by the massive, online-organized opposition that led to the defeat of legislation he needed to move forward on his proposed Front Range Toll Road on the eastern plains. (For full article http://www.rockymountainnews.com/drmn/state/article/0,1299,DRMN_21_3646692,00.html
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Robert Cruickshank 25 March 2005 01:35:13 [ permanent link ]
	k_flynn@lycos.com wrote:> Three articles regarding a company's 20-year effort to build a private> toll road bypass along Colorado's Front Range urban area. Question: Are> there other strictly private toll roads in other states? 3) Toll road gets tangled in Web of defeat> Bloggers' successful blocking of 'Super Slab' bill stuns developer> By Kevin Flynn, Rocky Mountain News> March 24, 2005> The information superhighway beat the real highway.> Developer Ray Wells said Wednesday he was blindsided by the massive,> online-organized opposition that led to the defeat of legislation he> needed to move forward on his proposed Front Range Toll Road on the> eastern plains.> (For full article> http://www.rockymountainnews.com/drmn/state/article/0,1299,DRMN_21_3646692,00.html Now this is interesting - perhaps the developer didn't expect much organized opposition? In any case it is interesting that organizing is happening online these days, and it only makes sense. My question is, have there been any other examples recently of roads projects whose defeat can be attributed primarily to online organizing? -- Robert I. Cruickshank roadgeek, historian, progressive
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K Flynn 25 March 2005 01:57:37 [ permanent link ]
	Robert Cruickshank wrote:> k_flynn@lycos.com wrote:> > Three articles regarding a company's 20-year effort to build a private> > toll road bypass along Colorado's Front Range urban area. Question: there other strictly private toll roads in other states?> 3) Toll road gets tangled in Web of defeat> > Bloggers' successful blocking of 'Super Slab' bill stuns developer> > By Kevin Flynn, Rocky Mountain News> > March 24, 2005> > The information superhighway beat the real highway.> > Developer Ray Wells said Wednesday he was blindsided by the massive,> > online-organized opposition that led to the defeat of legislation needed to move forward on his proposed Front Range Toll Road on the> > eastern plains.> > (For full article> > http://www.rockymountainnews.com/drmn/state/article/0,1299,DRMN_21_3646692,00.html> Now this is interesting - perhaps the developer didn't expect much> organized opposition? In any case it is interesting that organizing happening online these days, and it only makes sense. My question is, have there been any other examples recently of roads projects whose> defeat can be attributed primarily to online organizing? What adds to the story is that nearly all of those active in opposition to this had only learned of the project's existence within the previous two to five weeks. There was virtually no opposition -- and little awareness -- into the second week of February.
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HoustonFreeways 25 March 2005 02:55:15 [ permanent link ]
	happening online these days, and it only makes sense. My question is, have > there been any other examples recently of roads projects whose defeat can > be attributed primarily to online organizing?> Well, in Houston there were two very well-organized opposition efforts with first-class web sites to oppose the Katy Freeway expansion and the Spur 527 reconstruction http://www.katycorridor.org/ http://walq.org/ Both of these efforts were defeated when the courts ruled in favor of the freeways. But to support your basic premise, online organizing is the way things are being done these days. It is being done for opposition to the Trans-Texas Corridor www.corridorwatch.org Most anti-toll efforts in Texas are web-based, for example www.austinTollParty.com AustinTollParty has achieved some success, stopping the tolling of 1 freeway section. and of course my web site targeting the chief toll henchman www.fireRicWilliamson.com
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Argatlam Roads 25 March 2005 05:46:09 [ permanent link ]
	[Mr. Flynn:] Three articles regarding a company's 20-year effort to build a private> toll road bypass along Colorado's Front Range urban area. Question: there other strictly private toll roads in other states? There are numerous examples both in the U.S. and abroad, depending on how loosely you care to define "strictly private." If you choose to use the Front Range Toll Road proposal as an example of such, then your definition is fairly loose, since the F.R.T.R. promoters were seeking to borrow some of the state's authority, and accept rate regulation as a 'quid pro quo', rather than acquire the land and easements they needed through simple negotiation. I think most of Virginia's P.P.T.A. highways fall into the same general category as the F.R.T.R. Seventeen-Mile Road in Monterey is another example, though it is a scenic drive--a "boutique road," as it were--rather than a freeway. Internationally, most early motorways were built in almost exactly the same way as that proposed for the F.R.T.R. I have actually written about one-third of my doctoral dissertation on such schemes, so I claim a certain measure of expertise on them. It is the rule rather than the exception for proposals to fail to be carried through to construction (the F.R.T.R. is no surprise in this regard), and historically it proved almost impossible to build them outside of fascist dictatorships. Most of those which were eventually built lost money. Italy succeeded in building a number of 'autostrade' between 1922 and 1935 under a system which called for companies to be granted fifty-year concessions to own and operate toll motorways which would then revert to public ownership. The Italian state also provided a conditional subsidy, consisting of a revolving fund which could be drawn on in one year to plug an operating deficit arising in that year, but had to be repaid in full the following year. Financial markets regarded this as a guarantee and most 'autostrada' concessionaires obtained bank loans on the strength of it. For the Milan-Lakes 'autostrade' built 1923-25 by Piero Puricelli, the finance consisted of Lit. 90 million total (used to construct 84.6 km of motorway at an approximate cost of Lit. 1 million per km), broken down into Lit. 50 million in equity capital, Lit. 15 million in bonds, and Lit. 25 million in loans raised on the state subsidy. Tolls and other aspects of 'autostrada' operation were regulated by the Superior Council of Public Works, an appointive body within the Ministry of Public Works. The Superior Council was also the conceding body--i.e., it had responsibility for reviewing the technical and financial feasibility of 'autostrada' proposals put before it--although it was advised by the Ministry's roads division. Piero Puricelli, who had built the Milan-Lakes itinerary as Italy's first 'autostrade', claimed that they were actually built more to demonstrate the benefits of bound surfacing for trunk roads rather than to make a profit (in fact, his 'autostrada' company operated at a loss until it was taken over by the government in 1934) or to demonstrate the traffic engineering benefits of construction to full motorway standard. In fact, Puricelli had himself appointed to the Superior Council of Public Works in February 1923 primarily to push his idea of a centrally funded trunk road network. Such a network was designated in December 1923, but central funding and oversight by an autonomous body (whose name abbreviates to A.A.S.S. in Italian) did not become a reality until Puricelli undertook a further round of studies in 1926-27. The A.A.S.S. carried out a massive program of improving (generally by paving and curve realignment) the 20,000 km of trunk roads which was substantially complete by 1933. These roads were free at the point of use (no tolls) and competed with the 'autostrade' in some corridors. That, combined with economic depression and a rise in motoring taxes, had the effect of closing the niche for future 'autostrada' development. However, this did not prevent a Ministry of Public Works committee from reporting in 1934 in favor of a massive two-phase enlargement of the 'autostrada' network, to furnish international connections and to pull the existing 'autostrade' into a more fully articulated network. The Italian 'autostrade' proved to be very difficult to reproduce elsewhere, although numerous attempts were made. Spain alone has official records mentioning at least ten proposals which were received soon after the Milan-Lakes 'autostrade' opened in Italy, and in 1928 the Primo de Rivera government issued a decree empowering the Council of Public Works within the Ministry of Development to grant concessions for three specific proposals (Madrid-IrГєn, Madrid-Valencia, and Gijon-Oviedo). However, none of these were actually built before Spain collapsed into civil war. The relevant file at the A.G.A. in AlcalГЎ de Henares is far from complete, but at least one scheme failed because the promoters were not able to find a satisfactory long-life pavement and the Council of Public Works refused to grant them a second extension on the opening date for their road. Another scheme, for a toll beltway around Madrid, failed because Madrid province wanted higher bridge clearances than the promoters were willing to provide. The Council's experts reviewed a Madrid-Vigo proposal in detail and recommended that it not be accepted unless the promoters agreed to wider lanes and higher minimum curve radii. Nothing more was heard of it. In Britain, there were two very serious proposals for a 226-mile, multiple-segment motorway project within the London-Birmingham-Manchester/Liverpool corridor (called the "Northern and Western Motorway" and subsequently descoped to a 108-mile Coventry-Salford proposal which the promoters believed would offer a much higher rate of return per mile), and for a 40-mile London-Brighton Motorway starting at the Kingston Bypass and running south to connect with the London-Brighton road (A23) near Pyecombe. Both schemes failed and there are numerous files at the Public Record Office indicating close study which eventually crystallized into opposition on the part of permanent officials, who saw the schemes as a threat to publicly funded road improvements. The London-Liverpool promoters attempted to obtain both expropriation powers and partial funding from central government, while the London-Brighton promoters (there was considerable overlap between the two groups) pursued expropriation authority only, and elected to pursue finance capital elsewhere. In the end, the only "motor road" for which Parliamentary powers were actually granted was a short narrow one connecting the Bournemouth-Swanage ferry with the public road system (a boutique road in essentially the same class as Seventeen-Mile Drive). The Italians did succeed in exporting the important features of the 'autostrada' concept (full control of access with the road entered and left only at grade-separated interchanges) to France and Germany, but by that time consensus had developed in favor of dual carriageways as normal provision (a minimum volume of 400 vehicles per day in the peak hour was specified as a warranting criterion). Although toll finance was created as a legal possibility, Germany elected to use a financing scheme based on heavy taxation of motor spirit with about one-third of the construction cost regarded as an internal transfer to the unemployed. ----------------------------------------------------------------------- I have looked at a few of the anti-F.R.T.R. blogger websites mentioned in your article. In tone and content they sound very similar to the retired brigadier-general living in Surrey who told a London newspaper in 1928 that the London-Brighton Motorway would be an absolute disaster for the neighborhood because nobody would be able to get across it, it would kill Betchworth by taking all the traffic out of it, that he had written to fifty of his neighbors about it and all but one had written back to say they were opposed to it, etc. The Boy Scouts were concerned about what the F.R.T.R. would do to their ranch, just like Surbiton U.D.C. was concerned about land it had already purchased to develop into a sporting ground. Much has been said about the F.R.T.R. as an 85-M.P.H. road; in the mid-1920's the London-Brighton promoters had to reassure residents nervous about "speed merchants" that they would impose a 70 M.P.H. speed limit (reduced to 60 M.P.H. in a later iteration of the proposal) to prevent "scorching." The more things change, the more they look the same.
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Steve Riner 25 March 2005 06:41:21 [ permanent link ]
	k_flynn@lycos.com wrote:> Three articles regarding a company's 20-year effort to build a private> toll road bypass along Colorado's Front Range urban area. Question: there other strictly private toll roads in other states?> 1) 'Super Slab' plan piques tempers> Some residents say they won't let toll road steal their land> By Kevin Flynn, Rocky Mountain News> March 21, 2005> Many folks on the eastern Plains say the proposed "Super Slab" toll> road will steal their rural lifestyle, their homes and their land over> their dead bodies.> For most, that's figurative. For a few, it may be literal.> The Super Slab is super controversial in rural communities where> residents value independence, private property and the Second> Amendment. The plan calls for a $2 billion, privately financed toll> road and rail corridor from Fort Collins to Pueblo, parallel to the> Front Range.> (For full article> http://www.rockymountainnews.com/drmn/state/article/0,1299,DRMN_21_3637917,00.html> 2) Toll-road plan bites the dust> Senate committee indefinitely delays 'Super Slab' bill> By Kevin Flynn, Rocky Mountain News> March 23, 2005> Super Slab?> Nope. Try Super Slap. A state Senate committee on Tuesday effectively> killed the Front Range Toll Road, striking down for now the private> 85-mph "Super Slab" highway that developer Ray Wells envisions running> 210 miles between Fort Collins and Pueblo.> (For full article> http://www.rockymountainnews.com/drmn/legislature/article/0,1299,DRMN_37_3643203,00.html> 3) Toll road gets tangled in Web of defeat> Bloggers' successful blocking of 'Super Slab' bill stuns developer> By Kevin Flynn, Rocky Mountain News> March 24, 2005> The information superhighway beat the real highway.> Developer Ray Wells said Wednesday he was blindsided by the massive,> online-organized opposition that led to the defeat of legislation he> needed to move forward on his proposed Front Range Toll Road on the> eastern plains.> (For full article> http://www.rockymountainnews.com/drmn/state/article/0,1299,DRMN_21_3646692,00.html The defeat of the bill in the Colorado Legislature really didn't kill the "super slab" proposal. The only purpose of the bill was to harmonize at the state level the setting of toll rates among the various counties the highway would pass through. The developer still has the ability to move forward with the proposal, including as far as I know the right of eminent domain. Steve Riner Pueblo West CO Explore New Mexico and Minnesota Highways http://www.steve-riner.com/nmhighways/nmhome.htm http://www.steve-riner.com/mnhighways/mnhome.htm
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Scott M. Kozel 25 March 2005 08:30:36 [ permanent link ]
	k_flynn@lycos.com wrote:> Three articles regarding a company's 20-year effort to build a private> toll road bypass along Colorado's Front Range urban area. Question: Are> there other strictly private toll roads in other states? The Dulles Greenway is a privately owned 14-mile toll road that connects Washington Dulles International Airport with Leesburg, Virginia. The Greenway was opened in 1995, cost $350 million to build, and is the first private toll road in Virginia since 1816. The owner TRIP II obtained a "Certificate of Authority" to toll for 40 years as part of the original concession agreement with the state before the road was built. Last year the State Corporation Commission extended this to 60 years, accepting the investors argument that the longer term was needed to fund the $72 million capital improvement program that is about to begin. At the end of the agreement period in 2055 the highway becomes a toll-free state-owned highway. The Route 895 Pocahontas Parkway near Richmond, Virginia, is not "strictly private", as it was built via a public-private partnership for $314 million with 92% private funding and 8% state funding. The highway belongs to VDOT. The Pocahontas Parkway Association, a nonprofit group, was formed to issue the bonds. The Pocahontas Parkway Association is a private, non-stock, not-for-profit corporation without members, organized under provisions of Chapter 10 of the 1950 Virginia Code. The Association was incorporated in 1997 for the limited purpose of financing, constructing and operating the Route 895 project. -- Scott M. Kozel Highway and Transportation History Websites Virginia/Maryland/Washington, D.C. http://www.roadstothefuture.com Philadelphia and Delaware Valley http://www.pennways.com
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K Flynn 25 March 2005 09:43:11 [ permanent link ]
	Steve Riner wrote:> The defeat of the bill in the Colorado Legislature really didn't kill> the "super slab" proposal. The only purpose of the bill was to> harmonize at the state level the setting of toll rates among the> various counties the highway would pass through. The developer still> has the ability to move forward with the proposal, including as far I know the right of eminent domain. Hi, Steve. How are the Pueblans feeling about it? There's actually more to the story than this. Although Wells does have statutory authority as a private toll road corporation to use eminent domain and move ahead, the fact is that this current iteration of the super slab is dead for the time being. The reason is that the bill contained provisions farther down in it that amended some of the 120-year-old restrictions on private road operators. In essence, the new bill would have let Wells sell off individual assets of FRTR Co., which makes it more attractive to investors. Under existing case law, FRTR could only sell itself whole if new investors wanted to come in. In addition, there were negative tax implications because FRTR is a "C" corporation rather than an "S." Long story short, the failure of the bill means Wells cannot close with his investors next month as contemplated in his financing contract. That kills it for the time being. Even though he still has statutory authorization to proceed, the failure of the bill screws up his financing plans with his investors.
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Steve Riner 26 March 2005 04:09:44 [ permanent link ]
	k_flynn@lycos.com wrote:> Steve Riner wrote:> > The defeat of the bill in the Colorado Legislature really didn't kill> > the "super slab" proposal. The only purpose of the bill was to> > harmonize at the state level the setting of toll rates among the> > various counties the highway would pass through. The developer still> > has the ability to move forward with the proposal, including as far> as> > I know the right of eminent domain.> Hi, Steve. How are the Pueblans feeling about it? The project has raised few hackles in Pueblo County, mainly because the proposed route passes east of the city in relatively sparsely populated area. If it were possible to build it near Pueblo West, you'd see the citizenry with torches and pitchforks. There is uneasiness in the areas of Avondale and Vineland because currently the project corridor width is 12 miles. Once that's narrowed, opposition will narrow as well. Most people in this area would appreciate an alternative route to Denver, and even if we didn't take it ourselves, it would possibly reduce the number of through trucks on I-25 through Pueblo and the Springs (assuming the final alignment terminates south of Pueblo). Unfortunately, it likely won't be available prior to completion of the COSMIX project through the Springs. There's actually more to the story than this. Although Wells does have> statutory authority as a private toll road corporation to use eminent> domain and move ahead, the fact is that this current iteration of the> super slab is dead for the time being.> The reason is that the bill contained provisions farther down in it> that amended some of the 120-year-old restrictions on private road> operators. In essence, the new bill would have let Wells sell off> individual assets of FRTR Co., which makes it more attractive to> investors. Under existing case law, FRTR could only sell itself whole> if new investors wanted to come in. In addition, there were negative> tax implications because FRTR is a "C" corporation rather than an "S."> Long story short, the failure of the bill means Wells cannot close with> his investors next month as contemplated in his financing contract.> That kills it for the time being. Even though he still has statutory> authorization to proceed, the failure of the bill screws up his> financing plans with his investors. Thanks for that clarification, which has not been adequately reported locally. Steve Riner Pueblo West CO Explore New Mexico and Minnesota highways http://www.steve-riner.com/nmhighways/nmhome.htm http://www.steve-riner.com/mnhighways/mnhome.htm
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CarGuru > Driving > CO: Private Toll Road measure defeated 26 March 2005 04:09:44

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CO: Private Toll Road measure defeated

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