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3 TABLE OF CONTENTS PAGE NUMBER Chapter 1 Introduction 1-1 Corridor Description 1-2 DRPA Bridges 1-2 Competing Bridges 1-6 Study Objective and Scope of Work 1-8 Chapter 2 Traffic and Toll Revenue Trends 2-1 Year-to-Date Performance 2-1 Comparative Bridge Performance 2-2 Historical Annual Traffic and Toll Revenue Trends 2-3 Betsy Ross Bridge 2-5 Benjamin Franklin Bridge 2-7 Walt Whitman Bridge 2-9 Commodore Barry Bridge 2-9 Monthly Traffic Trends 2-11 E-ZPass Market Penetration 2-19 Seasonal Variations 2-21 Daily Traffic Variations 2-22 Hourly Traffic Volumes 2-23 Impact of Prior Rate Increases Rate Increase Toll Increase Rate Increase 2-27 Summary 2-29 Average Toll Rates 2-29 Chapter 3 Corridor Growth Considerations 3-1 Macroeconomic Overview 3-1 Population Trends and Projections 3-4 Historical Population 3-4 Projected Population 3-5 Employment Trends and Projections 3-8 Historical Employment and Unemployment 3-8 Projected Employment 3-10 Other Socioeconomic Indicators 3-13 Real Per Capita Personal Income 3-13 April 2010

4 TABLE OF CONTENTS (CONT D) PAGE NUMBER Retail Sales 3-14 Tourism 3-15 Philadelphia International Airport 3-16 Corridor Growth Analysis 3-17 Multivariate Regression Analysis 3-18 Methodology 3-18 Assumptions/Caveats 3-20 Passenger Vehicle Crossings 3-22 Commercial Vehicle Crossings 3-26 All Vehicle Crossings 3-32 Time Series Analysis 3-34 Methodology 3-34 Assumptions/Caveats 3-35 Time Series Analysis Comparison with the Multivariate Regression Results 3-35 Conclusions 3-36 Chapter 4 Traffic and Toll Revenue Estimates 4-1 Analysis Methodology 4-1 Regional Travel Model 4-2 Network Refinement and Modifications 4-2 Trip Table Modifications 4-3 Traffic Assignment 4-3 Regional Improvement Program And Construction Impacts 4-4 Toll Sensitivity Analysis 4-8 Basic Study Assumptions 4-9 Estimated Annual Transactions and Toll Revenue 4-10 Disclaimer 4-10 April 2010

5 ILLUSTRATIONS FIGURE FOLLOWS PAGE 1-1 Location Map Traffic Share of Delaware River Bridges Annual Traffic and Toll Revenue Trends Monthly Traffic Variations 2007/2008 Average Daily Traffic Variations October Hourly Traffic Distribution Interior Weekday October Historical Annual Domestic Tourism Visitations CBB Passenger Vehicle Crossings Indexed Growth (2007= 100) WWB Passenger Vehicle Crossings Indexed Growth (2007=100) BFB Passenger Vehicle Crossings Indexed Growth (2007=100) BRB Passenger Vehicle Crossings Indexed Growth (2007=100) All DRPA Passenger Vehicle Crossings Indexed Growth (2007=100) CBB Commercial Vehicle Crossings Indexed Growth (2007=100) WWB Commercial Vehicle Crossings Indexed Growth (2007=100) BFB Commercial Vehicle Crossings Indexed Growth (2007=100) BRB Commercial Vehicle Crossings Indexed Growth (2007=100) All DRPA Bridges Commercial Vehicle Crossings Indexed Growth (2007=100) Projected Total Vehicle Growth Indexed Growth (2007=100) Future Construction Projects Impacting DRPA Facilities, Toll Sensitivity Curves Toll Sensitivity Curves 4-8 April 2010

6 TABULATIONS TABLE PAGE 1-1 Typical Weekday Lane Configurations Year-to-Date Performance Traffic Share Across DRPA Bridges Transactions and Toll Revenue DRPA Systemwide Transactions and Toll Revenue Betsy Ross Bridge Transactions and Toll Revenue Benjamin Franklin Bridge Transactions and Toll Revenue Walt Whitman Bridge Transactions and Toll Revenue Commodore Barry Bridge Trends in Monthly Transactions by Vehicle Class All DRPA Bridges Trends in Monthly Transactions by Vehicle Class Betsy Ross Bridge Trends in Monthly Transactions by Vehicle Class Benjamin Franklin Bridge Trends in Monthly Transactions by Vehicle Class Walt Whitman Bridge Trends in Monthly Transactions by Vehicle Class Commodore Barry Bridge E-ZPass Market Penetration by Bridge Systemwide Impact of 1986 Rate Increase Systemwide Impact of 2000 Rate Increase Systemwide Impact of September 14, 2008 Rate Increase Historical Average Toll Rates Gross Domestic Product/Gross State Product (Levels and Real Growth) Historical Population Delaware Valley Regional Planning Commission Population Projections Woods and Poole Economics Population Projections Comparison of Population Projections Historical Employment Unemployment Rates Delaware Valley Regional Planning Commission Employment Projections Woods and Poole Economic Employment Projections 3-11 April 2010

7 TABULATIONS (CONT D) TABLE PAGE 3-10 Comparison of Employment Projections Real Per Capita Personal Income (2007 Dollars) Real Retail Sales (in millions of 2007 Dollars) Philadelphia International Airport Traffic Forecasts Projected Passenger Vehicle Growth (Indexed, 2007=100) Projected Commercial Vehicle Growth (Indexed, 2007=100) Econometric Modeling Results Projected Average Annual Growth in Traffic (2008 to 2020) Local and Regional Construction Impacts Estimated Annual Toll Transactions and Revenues Base Case - $4.00 Passenger Car-Based Toll Rate Estimated Annual Toll Transactions and Revenues With 25 Rate Increase July 1, April 2010

8 CHAPTER 1 INTRODUCTION Founded in 1919 by the state legislatures of New Jersey and Pennsylvania, the Delaware River Port Authority (DRPA) is a public corporate entity created with the consent of Congress. It is a regional transportation agency serving the people of Southeastern Pennsylvania and Southern New Jersey. DRPA owns and operates four bridges crossing the Delaware River: Commodore Barry Bridge (US 322) Walt Whitman Bridge (I-76) Ben Franklin Bridge (I-676) Betsy Ross Bridge (NJ 90) The DRPA is vested with ownership, control, operation, and the collection of tolls on the above four bridges. Through a subsidiary, the Port Authority Transit Corporation (PATCO), DRPA operates a high-speed transit line and also owns the RiverLink Ferry and the Philadelphia Cruise Terminal. Traffic and toll revenue estimates presented in this report will be assessed in support of the planning and budgeting process as DRPA plans for the future of its facilities and properties. The Port District is defined as Bucks, Chester, Delaware, Montgomery and Philadelphia counties in the Commonwealth of Pennsylvania and the eight southernmost counties of the state of New Jersey, being: Atlantic, Burlington, Camden, Cape May, Cumberland, Gloucester, Ocean and Salem counties. WSA has a long history of performing studies for the DRPA and is familiar with the regional highway network, travel patterns of bridge patrons, and the overall economic climate and future traffic growth potential of the Greater Philadelphia Region. Prior major studies performed by WSA for the DRPA include: DRPA Comprehensive, 2008 April 2010 Page 1-1

9 Traffic and Revenue Update Study, 2005 Traffic Capacity and Operations Evaluation of the Walt Whitman, Betsy Ross, Commodore Barry and Ben Franklin Bridges, 2000 Traffic and Toll Revenue Study Update, 1999 Traffic and Toll Revenue Study Update, 1998 Traffic and Revenue Projection Study, 1998 Traffic and Toll Revenue Study, 1995 One-Way Toll Study Delaware River Bridges, 1992 Operation Safety Study, 1987 Revenue Projection Study, 1985 CORRIDOR DESCRIPTION As depicted in Figure 1-1, 12 bridges provide motor vehicle crossings of the lower Delaware River, with the nearest major toll-free crossing located north of Trenton at the Scudders Falls Bridge (I-95), approximately 60 miles north of the southernmost toll bridge, the Delaware Memorial Bridge. Tolled and toll-free bridges in the region are operated by six different agencies. Major non-drpa bridges within the region include the Delaware Memorial Bridge (I-295), the Tacony-Palmyra Bridge (NJ 73), and the Pennsylvania/New Jersey Turnpike Bridge (I-276). The Delaware Memorial Bridge serves as a vital north-south link in the I- 95 corridor between New York and Washington D.C. It also provides an alternative crossing, for trips between the greater Wilmington area and southern New Jersey which might otherwise use the Commodore Barry Bridge. The Tacony-Palmyra Bridge, located 2.5 miles north of the Betsy Ross Bridge is a major competing alternative to the Betsy Ross Bridge. The Pennsylvania/New Jersey Turnpike Bridge, located 16.5 miles north of the Betsy Ross Bridge and connecting the Pennsylvania and New Jersey Turnpikes, provides minimal competition with the four DRPA bridges for longer distance trips between northern New Jersey and points north, and Philadelphia and points south. Other minor bridges crossing the Delaware River include the Burlington- Bristol Bridge and three bridges serving local movements in the Trenton area. DRPA BRIDGES The distance between the southernmost (Commodore Barry Bridge) and northernmost (Betsy Ross Bridge) bridges operated by the DRPA is almost 23 miles. The four bridges provide important access not only for local traffic in the Philadelphia and Camden area, but also long distance trips between southern New Jersey and eastern Pennsylvania. The two April 2010 Page 1-2

10 NJ / / Portrait.ppt DRPA Comprehensive Bucks County Scudder Falls / I-95 Bridge Mercer County 3 Trenton Area Bridges Montgomery County Pennsylvania Tacony-Palmyra Bridge Chester County Betsy Ross Bridge Pennsylvania Turnpike Bridge Delaware County Philadelphia County Burlington- Bristol Bridge Burlington County Benjamin Franklin Bridge Delaware Walt Whitman Bridge New Jersey New Castle County Commodore Barry Bridge Gloucester County Camden County Salem County Delaware Memorial Bridge Atlantic County LOCATION MAP FIGURE 1-1

11 inner bridges carry the highest traffic volumes, with the Ben Franklin Bridge serving Camden and Center City Philadelphia, and the Walt Whitman Bridge connecting Gloucester City and South Philadelphia. Both the Walt Whitman and Ben Franklin Bridges, and to a lesser extent the Betsy Ross Bridge, serve the urban Philadelphia Region. The Commodore Barry Bridge links Chester, PA, with the suburban and rural areas of western and central Gloucester County, NJ and provides an important link in the western bypass of Philadelphia via the Mid-County Expressway (I-476). Table 1-1 lists the lane configurations of the four DRPA bridges. Table 1-1 Typical Weekday Lane Configurations Number of Lanes DRPA Bridge WB EB Time Period Betsy Ross 3 3 All day Benjamin Franklin :30 PM through 1:00 PM 3 4 1:00 PM through 11:30 PM Walt Whitman 3 4 1:30 PM through 5:30 AM 4 3 5:30 AM through 1:30 PM Commodore Barry 2 2 All day Betsy Ross Bridge (BRB) The newest of the four DRPA structures, the BRB opened in The BRB is located approximately four miles north of the BFB and less than three miles south of the Tacony-Palmyra Bridge, which is operated by the Burlington County Bridge Commission (BCBC). This fixed, high-level crossing carries NJ 90 across the Delaware River, providing direct access to I-95 on the Pennsylvania side in northeast Philadelphia, and to U.S. 130 in northern Camden and western Burlington counties on the New Jersey side. Local access to the BRB on the Pennsylvania side is provided by traveling north/south on I-95 to an adjacent interchange or via the Richmond Street ramps. The BRB carried an average daily volume of approximately 15,300 westbound (tolled) vehicles in 2009, and features six travel lanes, three in each direction. A fixed, concrete-barrier system separates opposing traffic flows. Traffic congestion on the approach roadways to the bridge is less severe than at the WWB or BFB and for a shorter duration. Passenger cars are charged a $4.00 toll collected in the westbound travel direction with the plaza located on the New Jersey side. April 2010 Page 1-3

12 Between 2010 and 2011 the BRB will be undergoing replacement of its deck joints and additional miscellaneous repairs. During this time the bridge will operate two lanes in each direction for the duration of construction. Completion of this project will be followed by the resurfacing of the bridge deck and approach. During construction, currently slated for 2011 and 2012, the BRB will operate three lanes in the westbound direction and two in the eastbound during the AM peak. The facility will run two lanes in each direction at all other times. Additional detail regarding construction staging and the expected impacts is provided in Chapter 4. Ben Franklin Bridge (BFB) Located three miles north of the WWB and four miles south of the Betsy Ross Bridge, the BFB is the oldest of the DRPA bridges, having opened to traffic in The BFB provides a direct link between central Philadelphia and its suburbs and Camden, NJ, as well as points north, east and south. The BFB carries I-676 across the Delaware River, connecting to I-95 just west of Center City Philadelphia, and U.S. 30 in Camden before I-676 continues south to merge with I-76 just east of the WWB. It is second only to the WWB in traffic volume, carrying an average of approximately 50,900 westbound (tolled) vehicles daily in The BFB has seven travel lanes, including a reversible center lane, totaling four lanes in the peak direction and three in the opposing direction. In addition, PATCO operates on a single track on either side of the bridge structure. A moveable, concrete barrier system has been implemented providing protection between opposing traffic flows. Passenger cars pay a $4.00 toll in the westbound direction and the toll plaza for this bridge is located on the New Jersey side of the river. The BFB will be undergoing maintenance and rehabilitation of the deck trusses between mid 2010 and mid During construction the bridge is expected to continue to operate in its current configuration with lane closures being limited to nighttime hours, resulting in minimal impact on traffic conditions. Once completed, DRPA will begin resurfacing the BFB. This was previously slated for While under construction, the BFB will continue to operate four lanes in the westbound direction during the morning peak while eastbound capacity will be reduced by one lane. In the off-peak hours there will be one lane closed in each direction. Additional detail regarding construction staging and the expected impacts is provided in Chapter 4. Walt Whitman Bridge (WWB) The WWB, located approximately 15 miles upstream from the CBB, serves a crucial east-west link in the Pennsylvania/New Jersey travel corridor, carrying I-76 across the April 2010 Page 1-4

13 Delaware River. The WWB connects employment centers in Philadelphia and residential areas in Camden and Gloucester counties. I-76 also connects to I-95, the Pennsylvania Turnpike (I-276), as well as points to throughout New Jersey such via the Atlantic City Expressway, New Jersey Turnpike, I-295, and NJ 55. Constructed in 1957, the WWB serves the Philadelphia sports complexes, the food distribution center and the ports along the waterfront via direct connections to the local street system. Of the four DRPA bridges, the WWB carries the highest average daily traffic volumes. In 2009, approximately 54,900 vehicles crossed the span in the westbound tolled direction on an average day. The bridge features seven travel lanes configured to provide four lanes in the peak direction and three in the opposing direction. A moveable, concrete barrier system separates the opposing traffic flows. The passenger car toll charged in the westbound direction only, is $4.00. The WWB will undergo a complete replacement of the bridge deck between 2010 and The project will be carried out in seven stages and is expected to last approximately 42 months. During that time the WWB will continue to operate 4 lanes in the westbound direction during the AM peak hours. In the off-peak hours and the PM peaks, three lanes will be open for travel in the east and westbound directions. While much of the potential impact on traffic is mitigated by maintaining the same number of lanes throughout the project, lanes will need to be narrowed during this time and will reduce overall travel speeds. Following the deck replacement, between 2014 and 2016 DRPA will be repainting the bridge superstructure and removing lead paint. This should not result in any lane closures during peak hours of operation with potential impacts being limited to reduced speed and the possible closure of one lane in the eastbound direction during non-peak hours. Additional detail regarding construction staging and the expected impacts is provided in Chapter 4. Commodore Barry Bridge (CBB) The CBB, located approximately 14 miles upriver from the Delaware Memorial Bridge and approximately 15 miles south of the Walt Whitman Bridge, opened to traffic in The CBB connects the city of Chester, PA, with the city of Bridgeport, NJ providing direct access to I-95 on the west and I-295 and the New Jersey Turnpike on the east. In addition to providing access to I-95, the CBB also provides access to the Mid-County Expressway (I-476), a high-speed limited-access route connecting the Pennsylvania Turnpike west of Philadelphia with I-95. I-476 allows through traffic to bypass downtown Philadelphia when traveling from locations along eastern New Jersey, with destinations in the western counties bordering Philadelphia and points farther west. April 2010 Page 1-5

14 The CBB features five, 12-foot travel lanes over a fixed, high-level span. The bridge provides two permanent lanes in each direction, with a reversible fifth center lane. Between 2010 and 2012, in addition to other various miscellaneous repairs, there will be two significant projects taking place on the CBB: the rehabilitation of maintenance infrastructure and improvements to the terminal interchange ramps on the Pennsylvania side of the bridge. While lane closures are expected to occur, the CBB will be operating two lanes in each direction with additional closures limited to off-peak hours. Additional detail regarding construction staging and the expected impacts is provided in Chapter 4. Tolls on the CBB are collected in the westbound travel direction only, currently $4.00 for passenger cars with higher tolls for commercial vehicles. Daily traffic volumes in the tolled direction on the CBB averaged approximately 17,700 vehicles in COMPETING BRIDGES A number of bridges crossing the Delaware River compete with the four DRPA bridges. Major competing facilities include the Delaware Memorial Bridge, located south of the CBB, and several bridges located north of the Betsy Ross Bridge, most notably the Tacony-Palmyra and the Pennsylvania Turnpike bridges. Delaware Memorial Bridge (DMB) The DMB, an eight lane bridge (four per direction) carries I-295 across the Delaware River, connecting to the New Jersey Turnpike on the New Jersey side and I-95 on the Delaware side, and representing a significant link in the New York to Washington travel corridor. With average daily traffic volumes in the westbound tolled direction of 46,900 vehicles in 2009, the DMB is third busiest crossing in the region. It provides an alternative to the CBB for traffic traveling between the Greater Wilmington area and southern New Jersey. A one-way passenger car toll of $3.00 is collected in the westbound direction. Tacony-Palmyra Bridge (TPB) The Betsy Ross and Tacony-Palmyra bridges are located less than three miles apart, providing the opportunity for significant interaction between the two facilities. Operated by the Burlington County Bridge Commission (BCBC), the TPB opened in 1929 and features three travel lanes, two in the westbound direction and one in the eastbound direction, over a moveable span which must be periodically opened to accommodate maritime traffic on the river. Traffic congestion occurs during peak-hour periods and is aggravated when the span is opened. In 2009, the bridge carried 26,200 vehicles on an average day in the westbound, tolled direction. April 2010 Page 1-6

15 Carrying NJ 73, the TPB connects the Tacony neighborhood in northeast Philadelphia with the community of Palmyra in New Jersey and provides a link to Burlington and Camden counties, and beyond. Local access via surface streets and arterials is provided on both sides of the river, and indirect access to I-95 in Pennsylvania is provided via the local street system to interchanges located north and south of the bridge. The bridge features westbound toll collection with the toll plaza located on the New Jersey side. The one-way passenger car toll is $2.00, although commercial vehicles pay the same $4.50 per-axle rate charged at the DRPA bridges. Burlington-Bristol Bridge (BBB) The BCBC also operates this bridge between Burlington, NJ, and Bristol, PA. However, due to its location and orientation, this bridge does not directly compete with any of the four DRPA crossings. The BBB was constructed in 1931 with two narrow travel lanes and a moveable lift span which must be opened to accommodate maritime traffic. Passenger cars pay a $2.00 one-way, westbound toll and the toll plaza is located on the New Jersey side. This bridge is located almost 11 miles north of the TPB and is primarily used by motorists commuting between northern Burlington and southern Bucks counties. It was used by an average of slightly more than 11,400 westbound vehicles per day in Pennsylvania/New Jersey Turnpike Bridge This bridge crosses the Delaware River 16.5 miles north of the BRB and just over three miles north of the BBB. This high-level, fixed crossing primarily links New Jersey with points north and west of Philadelphia, and competes very minimally with the four DRPA bridges for longer distance trips to and from central Philadelphia and points south. This routing allows motorists to access I-95 in Pennsylvania (currently via an indirect interchange), while avoiding the tolls on the New Jersey Turnpike south of Trenton and the Delaware Memorial Bridge. A planned interchange between the Pennsylvania Turnpike and I-95 north of Philadelphia is currently under design. With funding still uncertain, it is not currently known when the interchange will be constructed. The minimum one-way toll for a passenger car to cross this bridge is $1.00, which is the amount charged in the eastbound direction for vehicles traveling between the U.S. Route 130 and U.S. Route 13 Interchanges. Westbound passenger cars traveling between these two interchanges pay a $2.40 toll. Average daily traffic on the Turnpike Bridge was approximately 20,700 vehicles per day in the eastbound tolled direction in April 2010 Page 1-7

16 STUDY OBJECTIVE AND SCOPE OF WORK The primary objective of this study is to prepare annual traffic and toll revenue projections for each of the four DRPA bridges for a ten-year period from 2010 to 2019 at the existing toll rate schedule and one alternative toll rate schedule. In preparing these estimates, historical trends relating to usage of the four DRPA bridges and competing crossings were assembled and reviewed. These included annual and monthly traffic and toll revenue trends by vehicle type, average weekday hourly volumes, average toll revenue per transaction, and the growth in E- ZPass usage from the program s commencement in January An analysis of traffic and toll revenue impacts from toll rate increases and toll schedule adjustments in years 1986, 2000, and 2008 was also conducted. Estimates of the traffic and revenue impacts on each bridge resulting from major funded and programmed highway improvements were made as well. Demographic and socioeconomic trends and projections were evaluated to assess the growth patterns that ultimately drive the demand for travel in the region in general, and specifically, over the bridges. Using trip matrices provided by the Delaware Valley Regional Planning Commission (DVRPC) traffic model, the major influence area of each bridge was defined. Recent and planned developments within these influence areas were identified. The development data combined with the analysis of the demographic forecasts aided in the development of general traffic growth estimates. Other data used in the preparation of this report included the 2002, 2010, 2020 and 2030 socioeconomic data sets prepared by the DVRPC. Other data sets analyzed included socioeconomic trends and forecasts prepared by Woods & Poole Economics, Inc.; the U.S. Bureau of Census; the U.S. Bureau of Economic Analysis; and the U.S. Bureau of Labor Statistics. In addition, contacts were made with state and local officials regarding existing and proposed developments within the study corridor, along with the approved transportation improvement programs for the DVRPC region. The remainder of this report is organized into three chapters: Chapter 2, Traffic and Toll Revenue Trends - provides a profile of the historical trends and variations in traffic and revenue on each of the bridges. The chapter also presents recent trends in E-ZPass usage at each bridge. April 2010 Page 1-8

17 Chapter 3, Corridor Growth Analysis - provides a regional economic overview of population and employment trends and forecasts, median household income and effective buying income, existing and expected land-use developments, and bridge corridor growth trends and forecasts. Chapter 4, Traffic and Revenue Estimates - provides a summary of the modeling methodology, future-year highway network assumptions and the underlying base assumptions used in the modeling process. The latter parts of the chapter provide documentation of the toll rate sensitivity analyses along with traffic and revenue estimates for each year from 2010 through Annual estimates are provided for a Base Case which assumes a continuation of the existing toll rates and one alternative revenue estimate assuming a 25 percent rate increase occurring on July 1, Beyond 2011, no additional increases are assumed. April 2010 Page 1-9

18 CHAPTER 2 TRAFFIC AND TOLL REVENUE TRENDS In preparation for the development of the forecast, traffic and toll revenue data for the DRPA bridges were collected and reviewed on several levels. The review and assessment of historical data not only provided the foundation on which a forecast of future performance was based, but also provided a great deal of insight into how the facility is used and how motorists react to changes in travel conditions. In this chapter, profiles for each of the four bridges are presented, including historical annual traffic and revenue as well as monthly, daily, and hourly performance measures. Wherever possible, this data are presented along with any major construction or improvements programs on the DRPA facilities and competing/contributing routes that may account for service disruptions or changes in travel patterns. YEAR-TO-DATE PERFORMANCE Due to the on-going fluctuations in the financial markets and the current state of the economy, it is important to get a picture of how DRPA facilities are performing based on the most recent data available. Table 2-1 presents audited, year-to-date performance data through December, 2009 as compared to the same time period in Note that there was a toll rate increase on September 14, 2008 reductions in traffic in 2009 may be due, in part, to this change in the rate structure. As indicated in Table 2-1, 2009 traffic was down 5.2 percent from However, due to the rate increase, 2009 revenues were approximately 16.2 percent higher. In both cases, it should be noted that the rate increase actually occurred on September 14, 2008, so the impacts on traffic and revenue are experienced during portions of each year. Economic impacts and sensitivity to adjustments in toll rates are discussed in greater detail in the methodology section of this report. April 2010 Page 2-1

19 Table 2-1 Year-To-Date Performance Calendar Year 2008 and 2009 Transactions (000) Revenue (000) Bridge Change Change Betsy Ross 6,510 5,592 (14.1) $ 27,590 $ 29, Benjamin Franklin 19,294 18,568 (3.8) 67,188 79, Walt Whitman 20,875 20,020 (4.1) 82,198 96, Commodore Barry 6,715 6,448 (4.0) 31,880 37, Total 53,394 50,627 (5.2) $ 208,856 $ 242, COMPARATIVE BRIDGE PERFORMANCE The DRPA bridges form an integral component in the local and regional movement of traffic in the Philadelphia metropolitan area. As discussed in the introduction to this report, the DRPA facilities, along with the Burlington County and Delaware River bridges, carry the vast majority of east/west traffic over the Delaware River. Figure 2-1 presents the share of traffic carried by each bridge in 2009, from the Pennsylvania Turnpike bridge in the north to the Delaware Memorial Bridge in the south. As indicated, DRPA bridges carry 56.8 percent of all regional cross-river traffic. The Ben Franklin and Walt Whitman Bridges alone carry 43.3 percent of all river crossings. Only the Delaware Memorial Bridge, at 19.2 percent, approaches these levels. The remaining two DRPA facilities, the Commodore Barry and the Betsy Ross, carry 7.2 and 6.3 percent of crossriver traffic, respectively. Table 2-2 presents a historical breakdown of traffic distribution across DRPA bridges from 1994 through As indicated, the Benjamin Franklin and Walt Whitman Bridges carry the majority of the traffic. In 2009, the Walt Whitman carried the most traffic at 39.5 percent as compared to the Benjamin Franklin Bridge s 36.7 percent. The Commodore Barry and Betsy Ross bridges follow at 12.7 percent and 11.1 percent, respectively. April 2010 Page 2-2

20 NJ / Report 2009 / Chapter 2 / Figures / Figure 2-1 and 2-2-March 2010.ppt / DRPA Comprehensive Delaware River Bridges DRPA Bridges 56.8% Tacony-Palmyra 10.8% Pennsylvania Turnpike 8.5% Burlington \ Bristol 4.7% Delaware Memorial 19.2% DRPA Bridges Benjamin Franklin 36.7% Walt Whitman 39.5% Betsy Ross 11.1% Commodore Barry 12.7% TRAFFIC SHARE OF DELAWARE RIVER BRIDGES FIGURE 2-1

21 Table 2-2 Traffic Share Across DRPA Bridges 1994 through 2009 Year Annual Toll Transactions (000) Betsy Ross Benjamin Franklin Walt Whitman of of of Transactions DRPA Total Transactions DRPA Total Transactions DRPA Total Commodore Barry of Transactions DRPA Total , , , , , , , , , , , , , , , , , , , , , , , , (1) 6, , , , , , , , , , , , , , , , (2) 6, , , , , , , , , , , , , , , , (3) 6, , , , , , , , (1) Rate Increase and E-ZPass fully implemented on January 2, (2) Reflects elimination of 10 percent E-ZPass discount for non-commercial customers. (3) Toll rates increased on September 14, HISTORICAL ANNUAL TRAFFIC AND TOLL REVENUE TRENDS Table 2-3 presents annual traffic and toll revenue trends on a systemwide basis from 1994 through Between 1994 and 2004, average annual transactions grew by approximately 1.4 percent per year. During the same time period, annual toll revenues increased by approximately 6.1 percent per year. Between 2004 and 2009 total transactions decreased by an average of 1.2 percent per year. However, actual growth would likely have been positive if not for several rate adjustments. During this time period DRPA introduced two adjustments to the toll schedule. The first significant adjustment in toll collections during this time period came in 2004 with the elimination of the 10 percent E-ZPass discount for non-commercial customers. The second rate adjustment was made on September 14, 2008 when toll rates were increased by an average of 33 percent, raising the base, passenger- April 2010 Page 2-3

22 Table 2-3 Transactions and Toll Revenue DRPA Systemwide Annual Transactions (000) Annual Toll Revenues (000) Year Passenger Cars Commercial Vehicles Total Change Passenger Cars Commercial Vehicles Total Change ,164 2,774 46, $ 78,177 $ 26,649 $ 104, ,019 2,795 47, ,633 26, , ,364 2,931 49, ,319 28, , ,994 3,050 51, ,994 29, , ,812 3,205 51,017 (0.1) 84,697 31, , ,294 3,406 50,700 (0.6) 81,520 35, , (1) 45,907 3,067 48,974 (3.4) 126,743 41, , ,539 3,128 50, ,808 42, , ,573 3,058 51, ,633 41, , ,815 3,153 51, ,937 42, , (2) 50,510 3,298 53, ,872 46, , ,824 3,292 54, ,692 47, , ,428 3,350 54, ,976 48, , ,674 3,341 55, ,988 48, , (3) 50,215 3,178 53,393 (2.9) 157,545 51, , ,803 2,825 50,627 (5.2) 186,647 55, , Average Annual age Change: (1.2) (1) Toll rates increased on January 2, E-ZPass was fully implemented on January 2, 2000 in conjunction with the toll rate increase. (2) Reflects elimination of 10 percent E-ZPass discount for non-commercial customers. (3) Toll rates increased on September 14, April 2010 Page 2-4

23 car toll rate from $3.00 to $4.00. Gross toll revenues increased by an average of 5.1 percent per year over the time period. With respect to more recent performance, total tolled transactions in 2009 were down from 2008 levels by approximately 5.2 percent. Revenues in 2009 were 16.2 percent higher than the previous year, reflecting the September 14, 2008 toll increase and representing DRPA s highestgrossing year on record. Long-term trends in annual transactions and revenue for each bridge are illustrated in Figure 2-2. BETSY ROSS BRIDGE In 2009, the Betsy Ross Bridge (BRB) carried a daily average of approximately 15,300 westbound tolled vehicles per day. Of these vehicles, approximately 91.6 percent were passenger cars, while commercial traffic accounted for approximately 8.4 percent. As shown in Table 2-2, the BRB carried the lowest volume of any DRPA bridge in 2009, accounting for 11.0 percent of all DRPA traffic, down from 12.2 percent the year before. It is likely that some of the decline in traffic resulted from diversion to the nearby Tacony-Palmyra Bridge following the September toll increase. The Tacony-Palmyra Bridge has a $2 passenger car toll, half the cost of crossing the BRB. In 2008, the BRB carried 7.2 percent of all river crossings between the Pennsylvania Turnpike and the Delaware Memorial bridges. This share is not currently available for 2009, but is likely to have decreased for the aforementioned reason. Total transactions on the BRB grew at an average annual rate of 0.7 percent per year between 1994 and 2004, before dropping in four of the past five years. Over the entire 15 year period from 1994 through 2009, traffic declined at an average annual rate of 0.9 percent per year. This lack of growth is due in part to the steadily increasing average toll rate. Over the same period of time, the average toll rate has increased from $2.39 in 1994 to $5.20 in However, revenues have increased at an average annual rate of 4.3 percent per year over this period. A summary of transactions and revenue between 1994 and 2009 is provided in Table 2-4. As shown, transaction growth on the BRB has been highly variable over the last 15 years. Many of these fluctuations in growth are not due to substantial changes in regional travel demand, but rather changing conditions on the facilities themselves; toll collection procedures, rate increases, and construction all have had a substantial effect on total annual transactions. Traffic on the BRB began the period with strong growth; total transactions grew by 2.7 percent between 1994 and 1995, 5.3 percent between 1995 and 1996, and 12.8 percent between 1996 and Substantial gains in 1996 and 1997 can be attributed to the April 2010 Page 2-5

24 NJ / Report 2009 / Chapter 2 / Figures / Figure 2-1 and 2-2-March 2010.ppt / DRPA Comprehensive 100,000 80,000 60,000 Revenue (Thousands of Dollars) Traffic (Thousands of Transactions) 40,000 20,000 Commodore Barry Bridge ,000 80,000 60,000 40,000 20,000 Betsy Ross Bridge ,000 80,000 60,000 40,000 20,000 Benjamin Franklin Bridge ,000 80,000 60,000 40,000 20,000 Walt Whitman Bridge ANNUAL TRAFFIC AND TOLL REVENUE TRENDS FIGURE 2-2

25 Table 2-4 Transactions and Toll Revenue Betsy Ross Bridge Annual Transactions (000) Annual Toll Revenues (000) Year Passenger Cars Commercial Vehicles Total Change Passenger Cars Commercial Vehicles Total Change , , $ 10,207 $ 5,147 $ 15, , , ,746 5,415 16, , , ,314 5,730 18, , , ,309 6,172 19, , ,624 (8.0) 12,043 6,499 18,542 (4.8) , ,391 (3.1) 10,772 7,640 18,412 (0.7) 2000 (1) 5, ,582 (10.9) 16,280 8,562 24, , , ,222 8,694 24, , ,584 (0.6) 15,935 8,690 24,625 (1.2) , , ,138 8,489 24, (2) 6, , ,257 9,323 26, , ,804 (1.5) 17,163 9,192 26,355 (0.8) , , ,495 9,376 26, , ,889 (0.1) 17,581 9,126 26,707 (0.6) 2008 (3) 5, ,510 (5.5) 18,313 9,275 27, , ,592 (14.1) 19,676 9,384 29, Average Annual age Change: (4.1) (0.9) 4.3 (1) Toll rates increased on January 2, E-ZPass was fully implemented on January 2, 2000 in conjunction with the toll rate increase. (2) Reflects elimination of 10 percent E-ZPass discount for non-commercial customers. (3) Toll rates increased on September 14, April 2010 Page 2-6

26 re-decking of the BRB s main competing facility, the Tacony-Palmyra Bridge (TPB) which began in 1995 and ended in late During this period, restricted capacity on the TPB resulted in a significant number of trips being diverted to the BRB. Traffic returned to the TPB after construction was completed in 1998, resulting in decreases on the BRB in 1998 and Reductions in traffic levels in 2000 were likely the result of the 50 percent rate increase that took effect in January of that year. Fluctuations between slight losses and modest growth between 2001 through 2005 can be attributed to any number of construction activities, including the installation of a fixed median barrier between September 2000 and April 2001, resurfacing and rehabilitation of the bridge and approach roadways between August 2001 and April 2003, and toll plaza rehabilitation between August 2003 and February The decrease in transactions between 2007 and 2008 can be partly attributed to the toll increase implemented on September 14, 2008 and partly to the state of the local and national economy. Both of these factors combined to produce even larger decreases in BENJAMIN FRANKLIN BRIDGE In 2009, the Benjamin Franklin Bridge (BFB) carried an average of approximately 50,900 vehicles per day in the westbound tolled direction. Of these vehicles, approximately 96.4 percent were passenger cars while commercial vehicles accounted for the remaining 3.6 percent, the lowest commercial vehicle share of all the DRPA facilities. The BFB carries the second highest volume of traffic next to the Walt Whitman Bridge and accounted for approximately 36.7 percent of all DRPA traffic. As shown in Table 2-5, growth in transactions between 1994 and 2009 has averaged 0.8 percent per year. During this time, the average toll has increased from $2.00 in 1994 to $4.30 in Increases in the average toll correspond to the toll increases in 2000 and The average toll on the BFB is lower than the BRB due to the lower proportion of commercial vehicles. However, despite a lower average toll, growth in corresponding annual revenue is greater than on the BRB, growing at approximately 6.0 percent per year over the 15-year period. The larger increase in both traffic and revenue suggest less sensitivity to toll increases than seen on the BRB. With the exception of years in which major events such as rate increases or other changes in rate structure occurred, growth in traffic on the BFB has been relatively consistent. The largest growth rates in the past 15 years were 6.4 percent in 1995, 3.1 percent in 2001, and 3.0 percent in In all other years, growth has been between 0.4 and 1.5 percent per year, with the exception of the years in which toll increases have occurred. April 2010 Page 2-7

27 Table 2-5 Transactions and Toll Revenue Benjamin Franklin Bridge Annual Transactions (000) Annual Toll Revenues (000) Year Passenger Cars Commercial Vehicles Total Change Passenger Cars Commercial Vehicles Total Change , , $ 28,236 $ 4,861 $ 33, , , ,996 5,315 35, , , ,511 5,261 35, , , ,726 5,247 35, , , ,216 5,318 36, , , ,128 6,472 37, (1) 17, ,019 (2.4) 47,791 7,066 54, , , ,661 6,972 56, , , ,898 6,906 57, , , ,165 7,096 58, (2) 18, , ,154 7,223 60, , , ,404 7,138 60, , , ,136 7,317 61, , , ,777 7,429 62, (3) 18, ,293 (2.3) 58,866 8,311 67, , ,568 (3.8) 70,111 9,738 79, Average Annual age Change: (0.8) (1) Toll rates increased on January 2, E-ZPass was fully implemented on January 2, 2000 in conjunction with the toll rate increase. (2) Reflects elimination of 10 percent E-ZPass discount for non-commercial customers. (3) Toll rates increased on September 14, April 2010 Page 2-8

28 Overall, average annual growth in transactions between 1994 and 2009 was approximately 0.8 percent per year, although transactions between 2004 and 2009 actually declined at an average annual rate of 0.8 percent per year. Revenues increased by approximately 6.0 percent per year from 1994 to 2009, and over that period the BFB has never posted a year-overyear decline in revenues. WALT WHITMAN BRIDGE In 2009, the Walt Whitman Bridge (WWB) carried an average of approximately 54,900 daily transactions in the westbound tolled direction. Passenger cars accounted for approximately 94.8 percent of all tolled transactions, while commercial vehicles accounted for the remaining 5.2 percent. Despite this relatively low proportion of commercial vehicle traffic, the WWB carries the largest number of commercial vehicles in terms of absolute volume. As shown in Table 2-2, the WWB carries the highest volume of any DRPA facility, representing 39.5 percent of all DRPA traffic in 2009, up from 39.1 percent in In 2008, the WWB accounted for 23.1 percent of all river crossings between the Pennsylvania Turnpike and the Delaware Memorial bridges data for all non- DRPA bridges was not yet available as of this report s writing. Like the BRB, growth on the WWB has fluctuated between 1994 and As shown in Table 2-6, the average annual growth in transactions over the last 15 years has been modest at 0.5 percent per year. Declining volumes in the 1990s are primarily due to rehabilitation work on the bridge. During rehabilitation, which included repair and widening of the bridge deck, six of the bridge's seven lanes remained open to traffic. In addition, the Corridor Rehabilitation projects which began in 1994 affected traffic at various locations along a seven mile corridor, diverting motorists to alternate river crossings. Between 1994 and 2004 annual transactions grew at an average of 1.2 percent per year. Between 2004 and 2009, annual transaction declined at an average of 1.0 percent. Despite the relatively low growth rates experienced on the WWB, toll revenues have increased steadily over the last 15 years. Between 1994 and 2009, annual revenues have increased by an average of 5.6 percent per year. The average toll has increased from $2.28 in 1994 to $4.81 in COMMODORE BARRY BRIDGE In 2009, the Commodore Barry Bridge (CBB) served an average of approximately 17,700 transactions per day in the westbound tolled direction. Of these transactions, 89.9 percent were passenger cars. Commercial vehicles accounted for 10.1 of all transactions. This is the highest percentage of commercial vehicles of any of the DRPA bridges. April 2010 Page 2-9

29 Table 2-6 Transactions and Toll Revenue Walt Whitman Bridge Annual Transactions (000) Annual Toll Revenues (000) Year Passenger Cars Commercial Vehicles Total Change Passenger Cars Commercial Vehicles Total Change ,618 1,093 18,711 (2.7) $ 31,201 $ 11,406 $ 42,607 (1.4) ,708 1,011 17,719 (5.3) 29,570 10,497 40,067 (6.0) ,930 1,101 18, ,099 11,468 41, ,596 1,144 18, ,257 11,904 43, ,733 1,173 18, ,546 12,317 43, ,299 1,171 18,470 (2.3) 30,204 12,846 43,050 (1.9) 2000 (1) 17,255 1,059 18,314 (0.8) 47,714 15,272 62, ,204 1,142 19, ,019 16,903 66, ,715 1,160 19, ,049 17,213 68, ,675 1,194 19,869 (0.0) 50,784 17,429 68,213 (0.1) 2004 (2) 19,790 1,280 21, ,406 19,596 75, ,034 1,280 21, ,507 19,811 76, ,254 1,292 21, ,325 20,068 77, ,189 1,263 21,452 (0.4) 57,241 19,827 77,068 (0.4) 2008 (3) 19,688 1,187 20,875 (2.7) 61,632 20,563 82, ,978 1,042 20,020 (4.1) 74,225 22,097 96, Average Annual age Change: (1.0) (1) Toll rates increased on January 2, E-ZPass was fully implemented on January 2, 2000 in conjunction with the toll rate increase. (2) Reflects elimination of 10 percent E-ZPass discount for non-commercial customers. (3) Toll rates increased on September 14, April 2010 Page 2-10

30 The CBB carried the third highest volume of all DRPA bridges, accounting for 12.7 percent of all 2009 DRPA traffic and 7.4 percent of all 2008 cross-rover traffic between the Pennsylvania Turnpike and Delaware Memorial bridges. As shown in Table 2-7, growth in transactions on the CBB between 1994 and 2009 has been fairly robust when compared to other DRPA facilities, with an average annual increase of 1.3 percent. Growth in transactions between 1994 and 2004 averaged 2.0 percent per year, while growth between 2004 and 2009 was nearly flat. The slowing growth rate during this time period is primarily due to the 2000 rate increase, major construction work on the CBB in 2002, and the combined impacts of the rate increase and recessionary factors in Between 1994 and 2009, revenue has increased at an average annual rate of 6.9 percent per year. MONTHLY TRAFFIC TRENDS The following section presents historical traffic trends on a monthly basis. This allows for greater specificity, helps pinpoint when reductions and gains in transactions actually occurred, and may provide additional insight into the impact of specific events. Monthly transaction data is provided for the full DRPA system from January 2006 through December 2009 in Table 2-8. This table provides month-by-month and year-by-year changes in growth rates for passenger cars, commercial vehicles, and total traffic. This is followed by Tables 2-9 through 2-12 which provide data for each individual bridge. A large number of factors may influence monthly performance such as rate increases, major construction, or overarching economic conditions. Specific attention will be paid to events that occurred in 2008 and 2009 as they provide the most insight into recent system and facility performance. As shown in Table 2-8, a decline in monthly systemwide transactions began in May 2008 and has continued at a diminishing pace through November 2009, followed by an uptick in the rate of decline in December The largest decline in traffic from the same time of the previous year occurred in January of 2009, when systemwide transactions were 10.6 percent less than in January of On a bridge-by-bridge basis, January 2009 experienced declines in transactions of 20.9 percent on the Betsy Ross Bridge, 8.4 percent on the Ben Franklin Bridge, 8.7 percent on the Walt Whitman Bridge, and 11.6 percent on the Commodore Barry Bridge from the same time the previous year. Since January, the declines in systemwide transactions have consistently diminished in each subsequent month, until a spike in December However, this spike is April 2010 Page 2-11

31 Table 2-7 Transactions and Toll Revenue Commodore Barry Bridge Annual Transactions (000) Annual Toll Revenues (000) Year Passenger Cars Commercial Vehicles Total Change Passenger Cars Commercial Vehicles Total Change , , $ 8,533 $ 5,235 $ 13, , , ,321 5,676 14, , , ,395 5,928 15, , , ,702 6,333 16, , , ,892 7,218 17, , , ,416 8,466 17, (1) 5, ,059 (4.9) 14,958 10,309 25, , , ,906 10,287 25,193 (0.3) , ,033 (1.3) 14,751 8,975 23,726 (5.8) , , ,850 9,670 24, (2) 5, , ,055 10,795 26, , , ,618 11,195 27, , , ,020 11,886 28, , , ,389 12,588 29, (3) 6, ,715 (3.2) 18,734 13,146 31, , ,448 (4.0) 22,635 14,757 37, Average Annual age Change: (0.0) (1) Toll rates increased on January 2, E-ZPass was fully implemented on January 2, 2000 in conjunction with the toll rate increase. (2) Reflects elimination of 10 percent E-ZPass discount for non-commercial customers. (3) Toll rates increased on September 14, April 2010 Page 2-12