POINTS DERIVED FROM THE
TRAFFIC AND TOLL REVENUE STUDY
CONDUCTED BY
WILBUR SMITH ASSOCIATES
FOR THE
NORTH TEXAS TOLLWAY AUTHORITY
December, 1997

Note: Wilbur Smith Associates has in no way reviewed, approved of, or authorized this web page.
Facts are presented from the report.
Conclusions presented, however, are those of the webmaster and a lot of other people who study this sort of thing.


The Los Angeles Model of Urban Development
The study does not compare alternatives such as rail transit or traffic flow enhancements (for existing roads).
In fact, rail competition is excluded from the economic calculations predicting toll revenues.


I-30 Traffic will slow to a crawl:
The "northern terminus" 121-T Interchange with I-30 will be in the same 1.5 mile stretch as:
(can you imagine the jam-ups and wrecks?)

Drive Time Savings are minimal (compared to existing routes):
From DOWNTOWN to BENBROOK: 4.7 Minutes less
From DOWNTOWN to OAKMONT: 4.8 Minutes less

Projected Utilization will be light:
From I-30 to I-20:
121-T will carry same amount of traffic as University Drive or Hulen Street (about 25,000 cars / day), but is not expected to significantly reduce traffic on either street.
South of I-20:
121-T traffic count will match Woodway Drive, and will be much less than Bryant Irvin, Granbury, or McCart carry now.

Rail to the Southwest will be DEAD:
Competition from the proposed Railtran Extension cannot be allowed if the toll road is to succeed financially.
A toll road right-of-way will not be used for any rail or alternative transit.

Increased dependency on autos
The EPA threatens to slow metroplex economic development due to pollution.
More Highways will only make things worse.


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