The average toll paid was estimated between $1.70 and $2.36 for all 2010 scenarios evaluated (with no tolls collected overnight). The average toll paid for 2016 scenarios, was estimated between $1.64 and $2.92. These are one-way, in 2007 dollars and do not account for inflation.

Most of the toll rates evaluated are variable, so what you pay depends on when you travel. People who travel during the busiest times of day would pay the highest tolls while people who choose to travel at less busy times of day could take advantage of lower tolls.

Below is a range of toll rates considered, by time of day:

One flat rate toll was evaluated: $1.70 regardless of time of day or traffic conditions.

People who travel during the busiest times of day would pay the highest tolls. Under the scenarios evaluated, the following would be the highest round trip tolls:

The lowest toll rates evaluated occur during the least busy times of day. Examples of the lowest one-way toll rates are shown below. Round trips are not calculated because round-trip travel times are more variable outside of traditional commuting times.

Yes. On weekends, tolls evaluated ranged between $0.80 to $1.60, depending on what time you drive.

The initial, one-way toll on the SR 520 Bridge, in 1963, was $0.35. The toll was taken off the bridge in 1979. Today, a $0.35 toll from 1963 would be $2.48 after inflation. A $0.35 toll from 1979 would be $1.05 today.

On 520, speeds could increase up to 40%, to between 10 and 30 mph. The only time speeds would decrease on I-90 by more than 5 mph is under the highest toll scenario for 520. With two-bridge scenarios, speeds increase on 520 and I-90 in both peak and off-peak times.

On 522 and 405, speeds don’t go down more than 3 mph.

When a road is tolled, fewer people will drive on it. With fewer cars, speeds go up. If only 520 were tolled, traffic volumes on I-90 would increase between 3 and 8 percent during peak travel times. If both bridges were tolled, volumes on I-90 would decrease, allowing traffic on I-90 to move at faster speeds

There are several choices for people who don’t want to pay a toll. They can ride transit, drive on another route, change the time of day they travel to reduce the toll, or choose a different destination (such as a destination that does not require a lake crossing). The November evaluation found that:

Some of the initial scenarios featured tolls on segments of the highway (such as I-5 to Montlake) that will be improved as part of the project. However, public feedback from people and governments on both sides of the lake indicated that these “segment” tolls are not supported. The legislature will make the final determination on where tolls will be collected.

The legislature asked the Tolling Implementation Committee to look at tolling I-90 as a way to help fund the 520 project and to pay for improvements to I-90 as well. If the state decides to pursue tolling I-90, both the Federal Highway Administration and the State Legislature would need to approve it.

The Washington State Transportation Commission will determine if carpools and transit pay a toll.

Some scenarios assumed that neither transit nor carpools with three people would pay a toll. One toll scenario (Scenario 6) evaluated would charge tolls to transit and carpoolers. The intent was to determine if a high-toll one-bridge scenario could raise enough funds to build the bridge.

Four scenarios assumed tolls are placed on I-90. For planning purposes, these scenarios assume approximately $100 million of the revenue would go toward adding two-way transit and HOV lanes to I-90. . Other funds beyond $100 million were assumed to be available for 520. The use of toll revenue will be decided by the legislature.

Tolls would be collected electronically. If you have a Good to Go! transponder you would be able to use it on 520, the Tacoma Narrows Bridge and SR 167 HOT lanes. Drivers without a transponder would have their license plates read and pay by phone or on-line. If the toll is not paid promptly, a bill would be sent in the mail to the vehicle owner, including an administrative fee for collecting the toll.

The legislature will determine whether tolls are removed when the bonds for the facility are paid off or whether some level of tolls remain to pay for operations and maintenance and repair of the bridge.

The Committee heard differing views from individuals and jurisdictions on whether a portion of the toll revenue should be used to support increased transit service in the corridor. While allowed by law, the final determination will be made by the legislature.

The actual toll rates will depend on a final finance plan and will be set by the State Transportation Commission with approval by the State Legislature.

Updates were made in two areas after the release of the November Scenario Evaluation on November 10, 2008. Specifically:

1. Bridge funding final estimates. Several of these scenarios were updated to reflect ongoing refinements made by the State Treasurer’s Office to the original estimates. In some cases, this means that bridge funding estimates are higher than originally reported; in others, lower.

   Specifically, on the 520-only flat rate toll scenario (Scenario 5), initial cost estimates have been updated to reflect final numbers received from the Washington State Treasurer’s Office, which were much lower than originally reported. These indicate that approximately $522 million could be gained from flat-rate tolls beginning in 2016 ($654 million originally reported).

2. Average toll paid. Under Scenario 1, average toll paid was inadvertently originally published as “$1.64” when tolling begins in 2016. The correct figure for average toll paid is $2.28.