The Current State of Connecticut’s
Transportation System
June 19, 2019

Commissioner Joseph Giulietti

 Transportation Network in Connecticut
• 3719 Centerline Miles of State-Maintained
Roadways

• 103 Miles of State-Owned Rail Service
• CTtransit Bus in 8 Service Areas
• 488 Highway Buildings – CTDOT Owned
• 2783 Traffic Signals
• 4016 Roadway Bridges

Other State Assets Include:
• 263,000 Signs

• 600 Busses

• Pavement Markings
• 163 Million LF of
Line Striping
• 2.2 Million SF of
Symbol and
Legends

• 486 M8s & Rail Cars

• 1625 Overhead Sign
Supports

• 28 Locomotives
• Service to 51
Rail Stations

2

 Transportation Network – Current Condition
To be Federally compliant, CTDOT must submit our Transportation Asset Management Plan
(TAMP) and have it certified. The TAMP outlines a risk-based and data-driven process using the
existing and projected condition of our transportation assets.
TAMP Highway Assets

TAMP Transit Assets

3
** Additional Assets Not Shown

 Transportation Network – Current Condition
Asset: CTDOT Maintained Bridges

685

10-year bridge program
– Building
Boom
after MianusCT
River
bridge
collapse
in 1950s and 1960s

~70% of State
Maintained Bridges
were Built Before 1970

Below National
Numbers from
1970s Reflects
to Today

$650 Million
Per Year
Preferred

recent focus on
bridge program

148

Preferred
Current Funding
Funding == Maintain
below
Goal
Goal
through
by 2030
2039

Difference of
362 Bridges at a
SOGR in 2039
4

 Transportation Network Current Condition

Asset: CTDOT Maintained Bridges

National Highway System Bridges
in Poor Condition



E: Eli: n?
21115:51Transportation Network – Current Condition
Asset: CTDOT Maintained Pavement

$475 Million
Per Year
Preferred

~65% of CT NHS
Roadway Pavements Built
Between 1960 and 1989

~40%
Difference

Current
Preferred
Funding
Funding
= Less
= Over
Than
40% at a State of Good
80%
Repair Repair
by 2028byand
2028
Goal Met

6

 Transportation Network – Current Condition
Asset: Other Highway SOGR Annual Funding Needs
Signs

$53 Million

Retaining Walls – $8 Million

(TAMP Preferred)

Fleet - $20 Million
Traffic
Signals

$45 Million

ITS - $5 Million

(TAMP Preferred)

Buildings - $55 Million
Sign
Supports

$13 Million
(TAMP Preferred)

Lighting and - $15 Million
Illumination
Guiderail – $50 Million

Pavement
Markings

$25 Million
(TAMP Preferred)

Other* - $35 Million
7

*Other Assets Include: Drainage, Curb Ramps, Sidewalks, Rumble Strips, Noise Walls, Connected Systems

 Transportation Network – Annual Funding Need
Pavement
Bridges
Signs
Traffic Signals
Sign Supports
Pavement Markings
Retaining Walls
Fleet
ITS
Buildings
Lighting and Illumination
Guiderail
Other

$475 Million
$650 Million
$ 53 Million
$ 45 Million
$ 13 Million
$ 25 Million
$ 8 Million
$ 20 Million
$ 5 Million
$ 55 Million
$ 15 Million
$ 50 Million
$ 35 Million
------------------

SOGR (Highway) Subtotal: $1.449 Billion

per year

8

 Transportation Network – Annual Funding Need
FHWA
TAMP
Penalties
• Penalty
slide
Bridge:

If NHS bridges Structurally Deficient by deck area exceeds
10%, then CTDOT must obligate ~$80 million on NHS bridges.

Pavement:

If % of Interstate Pavements in poor condition exceeds 5.0%,
CTDOT must obligate ~$60 million on NHS pavements.

TAMP:

If not certified, then maximum federal share of NHPP
reduces to 65%. For CTDOT, an additional $100 million of
state funding would be needed to utilize all federal dollars.
9

Reference 23 CFR Parts 490.413, 490.317, and 515.15

 Transportation Network – Annual Funding Need
FHWA TAMP Penalties

• Penalty slide

Bridge:

If NHS bridges Structurally Deficient by deck area exceeds
10%, then CTDOT must obligate ~$80 million on NHS bridges.
Currently in penalty. Anticipate condition getting out in calendar year 2019 = out
of penalty 10/1/21 (tied to FFY). At current funding, return to penalty in 2027.

Pavement:

If % of Interstate Pavements in poor condition exceeds 5.0%,
CTDOT must obligate ~$60 million on NHS pavements.
Not currently trending toward penalty as it is tied to interstate condition.
However, non-interstate NHS pavement will suffer to avoid penalty (3% poor
now, 9% poor in 2027)

TAMP:

If not certified, then maximum federal share of NHPP
reduces to 65%. For CTDOT, an additional $100 million of
state funding would be needed to utilize all federal dollars.
TAMP due 6/30/19 then every 4 years thereafter for certification. Annual
consistency reviews by FHWA as well.

Reference 23 CFR Parts 490.413, 490.317, and 515.15

10

 Transportation Network – Current Condition
Asset: CTDOT Rail Infrastructure

Estimated SGR
Investment Needs
of $2.8 Billion
for 2018 - 2021
Due to Backlog

11

 Transportation Network – Current Condition
Asset: Other Transit SOGR Funding Needs

Rail Infrastructure

$284 Million

Rail Facilities

$102 Million

Rail Rolling Stock

$72 Million

Bus Facilities

$39 Million

Bus Rolling Stock

$49 Million

Bus Small Capital

$5 Million
----------------------------

SOGR (Transit) Subtotal:

$550 Million
per year
12

 Transportation Network – Annual Funding Need

State of Good Repair – Highway
State of Good Repair – Transit

Annual SOGR Subtotal:

$1.449 Billion
$550 Million
-----------------$1.999 Billion

13

  

 

 

 

 

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Transportation Network – Congestion
Connecticut Continues to have
7 of the top 100 Truck Freight
Bottlenecks in the Country

15
(Source: American Transportation Research Institute, 2018)

 Transportation Network – Congestion
Strategies to Reduce
Congestion
I-95 West of New Haven
A Case Study
2017-2019

I -95 WEST of New Haven

16

 Transportation Network – Congestion
Problem = Congestion
• Peak morning and evening congestion

• 54 million annual hours of delay
• Stamford to New Haven

• Cost- $1.2 billion lost time annually
• Previously full widening in both directions was anticipated to
“fix” congestion
• Major property impacts deemed widening infeasible by many
17

 Transportation Network – Congestion
I-95 Widening Feasibility Study
West of New Haven
New Findings:
• Limited, directional & strategic widening yields major benefits
• Can be constructed within EXISTING DOT property

18

 Transportation Network Congestion

l-95 Existing ROW West of New Haven

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Transportation Network – Congestion
I-95 West of New Haven Targeted Improvement Projects
Short-Term Projects

Mid-Term Projects

Long-Term Projects

20
20

 Transportation Network – Congestion
Strategic Improvement: Northbound I-95 Exit 19 - 28
to remove bottleneck
8

Exit 28

Exit 19

Norwalk

Exit 18

ADD 1 NB LANE (6.3 miles):
Exit 19 to 28
Exit 13

(no widening in SB direction)

Exit 9

21

Exit 21
(I-287)
FIGURE 1-1

 Transportation Network – Congestion
Example Scenario – 2040 – Widen Exits 19-28 NB
Stamford

Bridgeport

Norwalk

NO BUILD
2040
scenario

4 hours

Route 8

BUILD
scenario
widen NB
exits 19 - 28
Stamford

Norwalk

Southport

Bridgeport

Add NB Lane

22

 Transportation Network – Congestion
Impact of removing a single bottleneck on I-95
Reduction in Trip Time from NY to Bridgeport
northbound in weekday PM peak (3:00 - 7:00 PM)

•
•

65% reduction in traffic delay: (NB in afternoon peak)
22-minute time savings: NY- Bridgeport (NB in afternoon peak)

30 miles:
NY – Rt. 8

22-minute savings in
travel time (35%)
*

Reduces overall
hours of delay by
64%
23

* 1 Lane added northbound between Exits 19 and 28

23

 Transportation Network – Congestion
I-95 Congestion Relief/VPPP Study
(2015-2016)
*NOT the Current Congestion Pricing Included in Draft legislation*
For illustration purposes only

Analyzed the effectiveness of

Widening & Congestion Pricing
(NYS Line to New Haven)
Funded under FHWA’s
Value Pricing Pilot Program (VPP)

24

 Transportation Network – Congestion
Study Findings: A Representative Scenario (VPPP Study)
Widening & Congestion Pricing
I-95 Northbound in PM peak period
2040 : No Build

2040 : WIDEN I-95 (Stamford – Bridgeport)

2040 : Widen I-95 & Congestion Pricing (tolls on I-95 & Route 15)

25

 Transportation Network – Congestion
Study findings: A Representative Scenario (VPPP Study)
Widening & Congestion Pricing
I-95 Northbound in PM peak period
Congestion Reduction Findings: “Trip Time” on I-95
total = 96 min

total = 69 min

total = 49 min

Reduction in trip time from NY to New Haven
Northbound in PM peak (3:00 – 7:00 pm)
Average trip on I-95 only

26

 Transportation Network – Congestion
Representative Projects Currently In Design at CTDOT
Travel Time Savings Achieved

Interchange I-91/I-691/Rt 15
•
•

I-91 SB to Rt 15 (AM) = 5 minutes
Rt 15 NB to I-91 (PM) = 5 minutes

I-84 Danbury Project**
•
•

I-84 WB (AM), EB (PM) = 8 min/day
Rte 7 SB (AM), NB (PM) = 18 min/day

Route 9 Signal Removal
** NEPA still in progress – One Alterative Represented

•
•

27
SB (AM), NB (PM) = 11.5 min/day
NB (AM), SB (PM) = 22.6 min/day

 Transportation Network – Funding Summary
State of Good Repair – Highway
State of Good Repair – Transit
Subtract Federal $

$1.449 Billion
$550 Million
($750 Million)
-----------------Subtotal: $1.249 Billion

Subtract State $

- $850 Million
-----------------State of Good Repair Shortfall
$399 Million

28

 Transportation Network – Funding Summary
State of Good Repair – Highway
State of Good Repair – Transit
Subtract Federal $

$1.449 Billion
$550 Million
($750 Million)
-----------------Subtotal: $1.249 Billion

Subtract State $

- $850 Million
-----------------State of Good Repair Shortfall
$399 Million

Congestion Relief / System
Enhancement Projects

$0
29

 The Current Financial Condition of
Connecticut’s Transportation System
June 19, 2019

Secretary Melissa McCaw

 Transportation State of Good Repair
Estimated Annual Funding Summary
Investment Need
(in millions)
State of Good Repair - Highway
State of Good Repair - Transit
Less: Federal Funds
CT Share State of Good Repair

2

$ 1,449.0
550.0
(750.0)
$ 1,249.0

 Special Transportation Fund:
Components of the Revenue and Expenditure Base

**Includes $12.0 million for unallocated lapses.

Note: 7.87% of Sales Tax is deposited into the fund in addition
to 17% of sales tax attributable to the purchase of a vehicle.

3

 The Special Transportation Fund
is in Crisis
• The projected compound
annual growth rate of
revenues, excluding
increases for the car sales
tax, amounts to just 1.2%
over a 10 year forecast
period
• This is compared to a
projected 6.4% compound
annual growth rate for
expenditures. This assumes
an annual debt issuance of
$875 million.
4

 Historical Growth in the Major Revenue
Sources is Slow Growing

Motor Fuels Tax: All motor fuel sold in Connecticut is subject to a cent per gallon tax:
25 cents for gasoline and 46.5 cents for diesel fuel (as of July 1, 2019).
The diesel fuel tax rate is set annually by DRS. Calculation is based on: A base rate of
29 cents per gallon and a calculation of the average wholesale price for the
Hartford/Rocky Hill and New Haven areas as reported by the Oil Price Information
Service from April 1st to March 31st of the prior year multiplied by the Oil Companies
tax rate.

Oil Companies: Levied on the gross earnings from the first sale of petroleum
products by distributors in Connecticut. The current rate is 8.1%. The period
between 2010 through 2014 saw a significant increase in the per barrel price of
oil which increased revenue from this source.

5

 Historical Growth in Debt Service out-paces
the Rate of Revenue Growth

34% Increase from 2009 to 2018

6

 Special Tax Obligation Issuance History
• Increased borrowing has
been focused on
enhancements and less
on State of Good Repair
(SOGR).
• Results in an backlog of
SOGR & deferred
maintenance for the
transportation
infrastructure.
7

 Phase-in of the Car Sales Tax
Special Transportation Fund
Car Sales Tax Diversion to the STF - Phase-in Schedule
(in millions)
Bi-Partisan
HB 7424
Original Schedule

Revised Schedule

Fiscal Transfer

Estimated

Transfer

Estimated

Year

Level

Revenue

Level

Revenue

2019

8.0%

$

29.0

8.0%

$

29.0

2020

33.0%

$

120.0

17.0%

$

61.8

2021

56.0%

$

204.8

25.0%

$

91.4

2022

75.0%

$

275.7

75.0%

$

275.7

2023

100.0%

$

368.2

100.0%

$

368.2

2024

100.0%

$

368.9

100.0%

$

368.9

Diversion of the Car Sales Tax transfers to the Special Transportation Fund is a part of the projected
$1.1B structural gap in FY2022.
8

 STF Forecast - The Fiscal Challenge
State of Good Repair
$1.2 billion Annual Investment
• Assumes Special Tax
Obligation bond issuance
of $1.2 billion starting in
FY 2021.
• Caps the transfer of the
Car Sales Tax to 25%
starting in FY 2021 to
reduce impact to General
Fund resources.

Version 3

9

 Transportation Forecast - The Fiscal Challenge
(State of Good Repair with Transportation Enhancements - $2.0 Billion)
• Assumes Special Tax
Obligation bond issuance
of $2.0 billion starting in
FY 2021.
• Caps the transfer of the
Car Sales Tax to 25%
starting in FY 2021 to
reduce impact to General
Fund resources.

Version 3A

10

 Transportation Forecast
With Bi-Partisan Supported Full Implementation of Car
Sales Tax Transfer

11

 Transportation Potential Solution 1
Congestion Price Tolling and Full Car Sales Tax Transfer
State of Good Repair - $1.2B Annual
• Incorporates Congestion Price
Tolling proposal.
• Assumes a capital plan (tolls,
and borrowing) of $875 million
in FY 2021 through FY 2023 and
$1.2 billion per year starting in
FY 2024.
• Fully implements the car sales
tax transfer. Reaches 100% by FY
2023.
• Incorporates the following:
• Maximum Connecticut resident
tolling discounts
• Reduces transit bus fares from
$1.75 to $1.00
• Includes a low income toll credit

Version 7

12

 Transportation Forecast – Potential Solution 1A
Congestion Price Tolling and Full Car Sales Tax Transfer
State of Good Repair and Transportation Enhancements - $2.0B
• Incorporates Congestion Price
Tolling proposal.
• Assumes a capital plan (tolls,
and borrowing) of $875 million
in FY 2021 through FY 2023 and
$2.0 billion per year starting in
FY 2024.
• Fully implements the car sales
tax transfer. Reaches 100% by FY
2023.
• Incorporates the following:
• Maximum Connecticut resident
tolling discounts
• Reduces transit bus fares from
$1.75 to $1.00
• Includes a low income toll credit

Version 7A

13

 Transportation Forecast – Not An Adequate Solution
Bridge Tolling
• Incorporates Bridge Only Tolling.
Up to 12 bridges are eligible to be
tolled over a 30 year period.
• The chart shows two capital plans:
• $1.2 billion per year in tolls and
borrowing starting in FY 2021
• $2.0 billion per year in tolls and
borrowing starting in FY 2021

• Fully implements the car sales tax
transfer. Reaches 100% by FY 2023.
• Incorporates the following:

• Maximum Connecticut resident
tolling discounts
• Reduces transit bus fares from $1.75
to $1.00
• Includes a low income toll credit

Version 5 & 5A

14

 Rating Agency Comments
• Rating Agencies have concerns over the interdependence of the
Special Transportation Fund and the General Fund
• General Fund needs to show structural improvement before the Special Tax
Obligation bond ratings could improve

• Each rating agency has noted the slow growing nature of the Special
Transportation Fund’s revenue streams. There are concerns that
significant increases in investment would not be able to be covered
by the current revenues within the fund.

15

 Concerns
•
•
•
•
•
•

Transportation expenses are outpacing revenue by a ratio of 5:1.
Most of our infrastructure is near or past its expected life span.
Past expenditures did not keep up with maintenance needs.
There is a cost to “kicking the can.”
Congestion now threatens the state’s economic development.
Every year we delay action puts us further behind other states,
exacerbating the economic development challenges and puts CT at a
disadvantage.
• The current economic expansion will come to an end eventually, at which
time asking for new revenue from the public will be even more difficult.
16

 Conclusion
• In order to put Connecticut on a path to growth, our transportation
infrastructure must be addressed. We have to get CT moving again!
• This is about growth, quality of life and fiscal responsibility.
• The financials demonstrate that the Special Transportation Fund is in
crisis without any action
• The infrastructure conditions assessment indicates we are on a declining
path.
• In order to achieve the economic growth goals and fiscal sustainability the
Special Transportation Fund would require the 100% fulfillment of the car
sales tax transfer AND congestion price tolling in order to achieve a state of
good repair for the existing transportation network. Additional
enhancements will require further financing and/or additional revenues.
17

 Millions ofDollars

$200.0
5.

$(200.0)
$(400.0)

$(800.0)
$(1.000.0)






 

Our Fiscal Challenge

Projected Operating Surplus/(Deficit)
of the Transportation Fund

Issuance of $1.2 billion and Car Sales Tax Capped at 25%

(State of Good Repair Only)

$30.0 $26.7

  
    
 
  
 
 
  

$(173.1)
$(287.5)
$(378.8)

5(5000)

$(598.1)

$(709.8)

$(829.3)



2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030

Fiscal Years

A Path Forward

Millions ofDoIIars

$200.0
5.

$(200.0)
$(400.0)
$(600.0)
$(800.0)






Bi-Partisan Proposal

Projected Operating Surplus/(Deficit)
of the Transportation Fund
Issuance of $1.2 billion
Full Implementation of Car Sales Tax
(State of Good Repair Only)

$30.0 $26.7 58.8

 


$(106.2)
$(221.3)
$(313.2)
$(417.7)
$(530.0)



100% Car Sales Tax
Transfer

 

2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030

Fiscal Years

18

Millions ofDoIIars

Comprehensive Compromise

$200.0
5.

$(200.0)
$(400.0)
$(600.0)
$(800.0)






5300 $50.3 $58.2 $62.9 592-2 $47.2 $25.6


 

Projected Operating Surplus/(Deficit)
of the Transportation Fund

Congestion Price Tolling with

Full Implementation of Car Sales Tax

(State of Good Repair Only)

$0.8 $2.7 $3.2 $4.3

- I

2022 2023 2024 2025 2026 2027 2028 2029 2030

Fiscal Years

0PM

Middle Class Tax Relief
• Reduce the 3.0% tax rate to 2.0%

• Under the Personal Income Tax, Connecticut has 7 tax brackets ranging from 3.0% to 6.99% (See below)
• This proposal would lower the 3.0% rate to 2.0% which will result in an approximate maximum benefit of $90 to
single filers and $180 to joint filers.
• Under our Personal Income Tax, the first 10,000 of taxable income (AGI net of exemptions) for single filers and
$20,000 for joint filers is taxed at 3%. Lowering the bottom rate give all taxpayers a benefit ranging from $90-$180
because the first $10,000 for single and $20,000 for joint filers is subject to a 3% rate which we propose reducing to
2%.
• Tax relief would go to filers with Adjusted Gross Incomes of approximately $25,000 to $101,500 for single filers and
$35,000 to $145,500 for joint filers (technicality: assuming taxpayer receives property tax credit).
• In other words, all filers benefit from this lower bracket up to the specific AGI dollar threshold because we have a
recapture provision that eliminates the benefit of the lower rate once single filers AGI reaches $101,500 and joint
filers up to $145,500.
• Would result in a General Fund revenue loss of approximately $100 million per year.

Benefit:
Single Filers
Joint Filers

Approx. AGI Range
$25,000 - $101,500
$35,000 - $145,500

Max
$ 90.0
$180.0

19

 Structural Holes
One-time Items included in the Budget
and Impact in FY 2022
(in millions)

Tax Types
1.Personal Income Tax
2.Personal Income Tax
3.Sales and Use Tax
4.Sales and Use Tax
5.Corporation Tax
6.Corporation Tax
7.Inheritance and Estate Tax
8.Real Estate Conveyance
9.Miscellaneous Taxes
10.Refunds of Taxes
11.License, Permit and Fees
12.Transfers - Other Funds
13.Transfers - Other Funds
14.Transfers - Other Funds
15.Transfers - Other Funds
16.Expenditure

Item
Cap teachers' pension exemption at 25% for 2 years, rises to 50% in FY 2022
Pension and Annuity Phase In by 1/1/2025 (PA 17-2 JSS)
Adjust diversion of the car sales tax to the STF at 17% and 25%, rises to 75% in FY 2022
Municipal Revenue Sharing Account comes online in FY 2022 (PA 17-2 JSS)
Maintain current 10% surcharge for 2 years, no surcharge in FY 2022
Phase-Out Capital Stock Tax by 1/1/2024
Phase in Federal Exemption level by 1/1/2023 (PA 18-81)
Mansion Tax Credit begins in FY 2022
Plastic Bag Fee - Ban Plastic Bags July 1, 2021
Maintain Eligibility Limits on Property Tax Credits for IY 2019 & 2020, expire in IY 2021
Banking Fund Transfer ends in FY 2022
Transfer FY 2020 Revenue for use in FY 2021
Transfer to Mashantucket/Pequot Fund
Use of Surplus for potential Hospital Litigation Resolution
GAAP - Restore Funding for Cumulative GAAP Deficit
Debt issuance premium directed toward capital projects delay for 2 years
Total - All Items

20

Ongoing
Fiscal
2022
$
(8.0)
(16.4)
(184.3)
(356.3)
(37.5)
(9.5)
(13.2)
(1.0)
(26.8)
(53.0)
(5.2)
(85.0)
(6.6)
(95.0)
(85.1)
(120.0)
$ (1,102.9)

 Operating Forecasts
Annual Surplus/(Deficits)
(in millions)
1. Baseline at $1.2 Billion
2. Baseline at $2.0 Billion
3. Bi-Partisan Car Sales Tax at $2.0 Billion
4. Bi-Partisan Car Sales Tax at $1.2 Billion
5. Congestion Tolling at $1.2 Billion
6. Congestion Tolling at $2.0 Billion

7. Alt. Congestion Tolling at $1.5 Billion

2020 2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
$30.0 $26.7 ($173.1) ($287.5) ($378.8) ($500.0) ($598.1)
($709.8)
($829.3)
($943.5) ($1,023.4)
$30.0 ($26.9) ($294.7) ($478.5) ($639.7) ($830.6) ($998.4) ($1,179.8) ($1,369.1) ($1,553.1) ($1,702.7)
$30.0 $26.7
$8.8 ($14.8) ($106.2) ($221.3) ($313.2)
($417.7)
($530.0)
($636.7)
($708.9)
$30.0 ($26.9) ($112.8) ($205.8) ($367.1) ($551.9) ($713.5)
($887.7) ($1,069.8) ($1,246.3) ($1,388.2)
$30.0 $50.3
$58.2
$62.9
$92.2
$47.2
$25.6
($8.2)
($49.5)
($85.0)
($85.7)
$30.0 $50.3
$58.2
$62.9
$36.4 ($78.3) ($169.7)
($273.2)
($384.3)
($489.5)
($560.0)

$30.0

$50.3

$58.2

$62.9

21

$71.2

$0.1

($47.6)

($107.6)

($175.0)

($236.7)

($263.6)

 Prioritize Progress
• Prioritize Progress would lead to growing levels of General Obligation debt
service which are not currently anticipated nor funded.
• By the end of just the first 10 years, the Office of Policy and Management
estimates that the debt service cost would exceed $600 million per year
and result in more than $7.0 billion additional GO debt issued by 2030.
• This is nearly equivalent to a 1.0% increase in the Sales and Use tax.

• Would require significant reduction in other bond priorities in order to
achieve the debt service levels described in the biennial budget.
• Prioritize Progress would place the bill squarely with the taxpayers of the
State of Connecticut by increasing the state’s fixed costs and crowding out
other essential programs.
22

 Tolling – Making it Easier for CT Residents
• 30% In-State Discount for all Connecticut based E-ZPass
• 20% Frequent Driver Discount (Commuter Discount)
• Lowers Bus Fares from $1.75 to $1.00, a 43% discount
• 20% Low Income Toll Credit up to 125% of Federal Poverty Level (AGI
of $15,612 to $32,187)

23