Study takes aim at Pike's spending

For every dollar the Massachusetts Turnpike collects in tolls, it spends about 80 cents on basic operating and maintenance costs. (Evan Richman/Globe Staff)

These are tough times for turnpike drivers, who are paying higher tolls for roads that need major repairs that the Massachusetts Turnpike Authority says it cannot afford.

A new survey points to one key reason for the authority's financial struggles: relatively high operating costs, which eat up most of the tolls, leaving little for improvements and long-term maintenance; it also leaves the Pike vulnerable to the threat of more toll increases.

For every dollar the Pike collects in tolls, it spends about 80 cents on basic operating and maintenance costs.

The study says the MassPike spends a higher percentage on those expenses than any of the other 34 toll roads surveyed. Most other toll roads spend less than half of what they collect on operations.

"A dubious distinction, I'm afraid," said Robert Poole, the study's coauthor, along with Peter Samuel, publisher of TollRoadsNews.com.

"The downside is that money can't be used for as many real improvements, such as eliminating bottlenecks," said Poole, director of transportation studies for the Reason Foundation, a libertarian think tank. "It's what economists call an opportunity cost, things you can't do because your money is being spent on mundane things."

Poole and Samuel did not intend to single out the MassPike. They collected the numbers to argue in favor of leasing the Pennsylvania Turnpike to a private vendor.

Turnpike officials in Pennsylvania, which ranked near Massachusetts in its spending on operating costs, have disputed their findings, saying they relied on inaccurate data.

The authors used 2006 numbers for the MassPike, but the 2007 numbers are similar. The Pike collects money on things like advertisements and land leases, and receives a $25 million Big Dig operating stipend from the state, but tolls are by far the biggest source of money.

There are several ways to interpret the findings. Certainly, the Pike has more manually operated toll booths than other states and pays relatively high salaries - both of which contribute to high operating costs.

It also pays more for snow removal than Southern states, which have a comparatively lower need of the service.

Turnpike Director Alan LeBovidge pointed out that the MassPike spends a large portion of the money it collects taking care of the Big Dig, more than it gets from the state.

Other tolling authorities do not have the burden of maintaining expensive, untolled tunnels.

"Right now it's a free road, so we've got the operating cost with no revenue," LeBovidge said "No one would ever buy that as a business."

Turnpike board member Mary Connaughton believes operating costs are high.

But she points out that the numbers are positive in one sense: It means the Turnpike is not turning a profit on tolls.

"I think the toll-payers would be up in arms if it were in business to make profit," she said.

Still, the slim margins have created problems. The Turnpike Authority raised tolls in January and seems increasingly likely to raise them again next year because money is so tight that the authority is using rainy-day money to balance the books.

And last year, the authority voted against spending $250 million on a five-year repair plan that its staff said was necessary to keep the roads in good shape.

Passenger tolls discussed
Speaking of tolls, there is a good chance that passenger tolls could be coming back to the westernmost Turnpike exits after a 12-year absence.

They were eliminated in 1996 for cars, though commercial vehicles still pay them.

Some Turnpike Authority members want to push for a vote as soon as next month, in hopes they could raise $1 million a month.

Transportation Secretary Bernard Cohen, who heads the turnpike board, said it's too soon to take a vote. He wants to wait until late summer or early fall, and consider several tolling hikes and changes at once.

They include higher tolls at some Boston-area exits, eliminating some resident discounts, bringing back the Newton toll booth, and other possible changes.

"I don't think we want to make piecemeal toll decisions," Cohen said. "Does that mean in June we'll do another toll change and then in July we'll do another toll change?"

Usually, a toll increase provokes an outcry. But Representative Daniel E. Bosley, Democrat of North Adams, said the vast majority of Berkshire residents use local roads and would not be hit if the tolls come back to the Western Turnpike.

"When they took the tolls off I was sort of mystified," said Bosley, who said the state could use the money.

Marathon service changes
In honor of tomorrow's Boston Marathon, here's a salute to the oldest human transportation: legs.

All those legs on the streets, plus a Red Sox game, will make driving impossible in many cases and disrupt bus service. The MBTA plans to post extra workers and police around the city.

The T will sell $5 preloaded CharlieCards in some spots and offer extra service on subways before and after the race. Buses will operate on a Saturday schedule. Commuter boats and trains will run on a normal weekday schedule. Bicycles will not be allowed on the subway because of the anticipated crowds.

Copley Station will be closed all day. Use Hynes Convention Center or Arlington stations instead.

Bus Route 55, which goes through Copley, will not run until the marathon ends.

This morning's Olympic trials will also require the rerouting of bus routes 1, 10, and 43. For updates and information on other changes, go to mbta.com.

Can't get there...

One lane of the Sumner Tunnel will close 11:30 p.m. to 5 a.m. Tuesday through Friday.

Noah Bierman can be reached at nbierman@globe.com.

© Copyright 2008 Globe Newspaper Company.