TTC routes 1

The map to the left shows the projected path of the TTC.  It will be a super-highway system, if you will, with tolls, and will cover about 4,000 miles throughout the state totaling 584,000 acres.  The land will be acquired through eminent domain, making it the largest eminent domain project in the history of the U.S. Each of these corridors will be about 1200 foot wide and will require 146 acres of right of way per mile.  To give you an idea how wide 1200 feet is, the average width of interstates, including right of way, here in Texas is 300-400 feet.  This will be three times that wide.  

These corridors will have no on ramps or exit ramps except where they are intersected by existing major highways. For TTC-35, that means only five exits in the entire state of Texas! 

The estimated cost of this project will be $31.4 million per mile or $125.5 billion.  That does not include right of way and “miscellaneous” costs.  Factoring in right of way at $11.7 billion to $38 billion and miscellaneous costs at $8 billion to $20 billion, the estimated cost of the TTC will be $145.2 billion to $183.5 billion.  But based upon an audit of TxDOT in Feb of 2007, the actual cost of the whole thing could exceed $754 billion.  

Below is a conceptual diagram of what a cross section of the TTC will look like.

TTC birdseye view 1

The green areas represent grass or land.  Starting from the left, the first “column” you see contains two truck lanes (moving from top to bottom) followed by three passenger vehicle lanes.  Next you see three more passenger vehicle lanes (moving from bottom to top) followed by two truck lanes.  The two tan-colored areas represent two tracks for 200mph high-speed passenger rail, two tracks for 80mph commuter passenger rail, and two tracks for 80mph freight rail.  The green area on the far right (between the two light-blue lines) will contain a 200-foot Utility Zone for large underground water lines, natural gas and petroleum pipelines, telecommunication cables and overhead high-voltage electric transmission lines.  In addition, there will be an Operational Maintenance Zone and Safety Zones sufficient to accommodate future roadway expansion.

It primarily will travel through rural areas requiring 580,000 acres of private land.  It will parallel many of the existing major highways we have today.  Connection between the corridor and nearby cities will be accomplished with the existing highway system.  Privately funded franchises or CDA’s will collect money from travelers as they travel along the corridor. 

It is assumed that all existing roadways (excluding unpaved county roads), rails and streams intersecting the corridor will pass under or over it. Most of these crossings will be handled by bridges (also known as grade separations). This allows existing local highways and rail facilities to cross the corridor but they will not have access to it. Grade separations may be provided for farm to market highways, two-lane state highways, rail lines and paved county roads.

This is the Board of Directors for the San Antonio Metropolitan Planning Organization (SAMPO).  It contains ten elected and nine appointed officials which represent Texas, Bexar County, San Antonio, VIA Metropolitan Transit, suburban cities, and the Alamo Area of Council of Governments (AACOG).  All nineteen members have the power to vote.  They receive advice from the Technical Advisory Committee (TAC), the Bicycle Mobility Advisory Committee (BMAC) and the Pedestrian Mobility Advisory Committee (PMAC).  In addition, there are currently six non-voting members. 

Who is on this board?  (Adobe Acrobat Reader required)

This is the short-term (3 years) plan for projects that have been approved for federal and state funding by the MPO’s Transportation Policy Board (TPB).  This plan is updated every two years and amended quarterly.  Beginning in fiscal year 2012, the new plan will last for four years rather than three.
A section of road where motorists are charged a fee (also known as a toll or tax) for the right to drive on that portion of the road.  Also known as a tollway, turnpike, pike, or tollpike.  Similarly, there are also toll bridges and toll tunnels.

Part of the Texas A&M University System, the Texas Transportation Institute’s mission is to “solve transportation problems through research, to transfer technology, and to develop diverse human resources to meet the transportation challenges of tomorrow.”

The Texas Transportation Commission is a five-member board appointed by the Governor to oversee TxDOT.

In 2001, the Texas Legislature created the Texas Mobility Fund to allow TxDOT the ability to issue bonds secured by future revenues (traffic fines) in order to speed up the process of road construction, reconstruction, acquisition and expansion of state highways.  This can also include toll roads.

TxDOT, in cooperation with local and regional officials, is responsible for planning, designing, building, operating and maintaining the state's transportation system.  They also register motor vehicles, provide travel information, license automobile dealers and oversee many other programs and services.  TxDOT is led by nine non-elected officials.

Organizational view of TxDOT (Adobe Acrobat Reader required)

This group reviews the plans that the Unified Planning Work Program (UPWP) group comes up with for various projects that are to be accomplished during the state’s next fiscal year.  They also advise the Transportation Improvement Program (TIP) as to what projects need to be done, when, and how (also called “scoring”) and make technical recommendations to the Transportation Policy Board (TPB). It consists of fifteen voting members (including six alternates) from various groups representing organizations such as Bexar County, the City of San Antonio, TxDOT, VIA Metro Transit, the AACOG, and others.

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