The total utilization of the six superhighways in their entirety, by the most optimistic estimate, averages for the period 1945–60, 4,544,000,000 vehicle-miles of toll-paying traffic per year, of which 3,635,000 000 is accumulated by passenger automobiles and 909,000,000 by motortrucks and busses. This utilization averages per day over the entire mileage approximately 12,450,000 vehicle-miles, of which 9,960,000 is by passenger automobiles and 2,490,000 by motortrucks and busses, implying an equivalent average traffic volume on each mile of the six superhighways of 699 passenger automobiles and 175 motortrucks and busses per day.
The most optimistic estimated average daily toll-paying traffic for the period varies from a maximum of 5,998 passenger automobiles and 1,500 motortrucks and busses for the section from Jersey City, N.J., to New Haven, Conn., to a minimum of 96 passenger automobiles and 24 motortrucks and busses for the section from Spokane, Wash., to Fargo, N. Dak.
The test of the feasibility of a direct toll system on the roads is based upon assumed average rates of 3.5 cents per vehicle-mile for motortrucks and busses and 1 cent per vehicle-mile for passenger cars. Since, on the average, it is estimated that the ratio of motortrucks and busses to passenger automobiles in the traffic will be approximately as 1 is to 4, the assumed toll rates for each type of vehicle result in an average rate of 1.5 cents per vehicle-mile for vehicles of all descriptions. It is believed that the usage rates assumed are reasonable for the purpose of testing the feasibility of a direct toll system on these roads. If higher rates were assumed, it would be necessary to reduce the estimated potential toll-paying traffic, probably by an amount that would result in a net reduction of the total yield. If lower rates were assumed, it is doubtful that the increased traffic would be sufficient to produce a greater total yield. In addition to these tolls, based on miles traveled, additional tolls were assumed for certain bridges where no alternate free facilities exist.
On the basis of the assumed rates of toll, the estimated total toll collection from the maximum amount of traffic that can reasonably be expected to use the six superhighways would be $84,037,000 for the year 1960 and for the period 1945-60 would be $1,154,236,000, or an average of $72,140,000 per year for the 16-year period, which is considerably less than the $184,054,000, estimated as the probable average total annual cost of the six superhighways. It is, therefore, concluded that a direct toll system on these six superhighways, in their entirety, would not be feasible as a means of recovering the entire cost of the facilities.
However, there are two sections on which it is estimated that the annual toll collections for the year 1960 will slightly exceed the annual cost. These sections extend from a point near Philadelphia, Pa., to a point near New Haven, Conn., a distance of 172 miles. On these two sections the estimated revenue of the year 1960 represents 109 and 104 percent, respectively, of the estimated cost for that year, or a combined average of 106 percent.
Other sections most nearly approaching these sections in point offeasibility of operation as toll facilities are those from the junction of the most westerly and most southerly routes in California to Whitewater, Calif., a distance of 91 miles; from Washington, D. C., Baltimore, Md., 39 miles; from a point near Boston, Mass., to Port-
