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growth is threatened by present and projected congestion on the area\u2019s roadways. Since the large majority of incoming cargo has local destinations (for which rail is uneconomical), trucks will continue to be the principal means of transporting containers to and from the Port. Hence, additional roadway capacity for goods-movement is essential.
Because the majority of Port-related truck traffic moves east-west, the focus of this study is on an east-west truck-only roadway or \u201ctruckway,\u201d built mostly along existing rail and roadway rights of way. Because the cost of such a truckway is in the billion-dollar range, and conventional funding sources of that magnitude are unlikely to be available, the study makes a preliminary feasibility assessment of financing the cost of the truckway via tolls.
Four alternate east-west routes were examined. Each poses its own challenges, but each appears to
be feasible. Any of the four would provide a barrier-separated two-lane roadway permitting
nonstop, high-speed access from the planned Port Tunnel to the Florida East Coast intermodal rail
yard west of Miami International Airport, and beyond that to the warehouse and distribution center
area northwest of the airport in Doral and Medley. The western end of the truckway would connect
to the Homestead Extension of Florida\u2019s Turnpike. Each alternative uses a combination of
elevated, tunnel, and surface routes. The estimated costs range from a low of $1.1 billion to a high
of $1.3 billion, in 2007 dollars.
The traffic analysis used recent (2005) data on truck traffic on five major east-west routes, two of which are toll roads (SR 112 and SR 836). \u201cLow\u201d and \u201cHigh\u201d estimates were made of total trucks that might shift to the truckway in order to save time. Then separate value-of-time-savings analyses were done for Port-related (drayage) truck trips and other truck trips. Dray operators would be able
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