I I I SIGNS OF PROGRESS NTTA NORm Tl;lrAS TOUWA\' AUT1/0Rlrr 
s G N S o F PRO G RES S There has never been a time of greater opportunity -or achievement -for the North Texas Tollway Authority. The fourcounty area we serve is one of the fastestgrowing
areas in the United States. both in population and economy. Between 1995 and 1998, more than 285,000 people and 256,000 new jobs were added to the region, which includes Collin, Dallas.
Denton and Tarrant counties. Many corporate headquarters have relocated to the area, and construction is booming. 􀁾􀀠 With growth comes traffic. Efficient transportation and mobility
are essential r yet according to the Texas Department of Transportation, only 40% of Texas' North Texas Tolfway Aurhoriry 1999 Board 01 Directorsback row; from left: Kirk Wilson; Donna
R. Parker, Vice Chairman; Donald D. Dillard; David D. Blair Jr.; on stairs, from bol/om: Kay Walls; Leahwray S. Wroten; Jere W Thompson Jr., Chairman, transportation needs can be met
with current state funds. Relieving this congestion. preserving mobility and driving economic growth in the region are at the heart of the NITA's efforts. » The activities of the NITA
mirror the region's exciting progress, as projects that began planning as long as 20 years ago are now being realized in the openings of the Addison Airport Toll Tunnel and the President
George Bush Turnpike. With new initiatives in all of the counties we serve, the NTTA is fulfilling its mission: to improve the quality of life, mobility and the regional economy of North
Texas by providing fiscally sound toll facilities. The mformalion mcluded rn II!is repon is noc mlcmded co pmsrmt a comprehensive ilf),l/ysls of Ihe AuthoriCy and lIS operations. II
shoold no! be used as a basis for making a fmancial decision l'Jl/h regard /0 tha "whorl/yor anyof liS seCUrllJOS or Olharobllgaliolls. For more complace IIlformallon on tile "!llliority
and liS obligalions, please refer co IheAUlhollry's AIlnual Financial Reporr. Ihe offlciill slatemelllS reliltmg to Ihe AUiliorrrys bonds. iJnd Ihe anllual and miJlerrai 􀁡􀁾􀁡􀁬􀁬􀁬􀀠disclosures
filed b)' Iha Aulhoflly WllIllhe nalionallyrecCJ!)llIzed mUllIcipiJl socurjlies informalJon repos· itories and the SlalO InfnrmilliOI1 Depository pUrSUalll 10 Rule 15c2-12 of Ihe Sacurilles
and Exchango CommiSSion. Tha mformilDon inlhis repoll and each of Ihe doculllellls referred 10 speaks only as of ils daco Copies of the docilmellls referred!O above or elsewhare inlllis
repOrl may be oblained from Ms. SusiJn BusfJ, Tmasurer. 3015 Raleigh Slreel, Dallas. Texas 75219. 
PRO J E C T President George Bush Turnpike The President George Bush Tunpike (PGBn is 8 planned 30M mile tollway that will extend from SH-78 in Garland to Belt Une in Irving, It will
pass through seven cities and three counties upon completion in its presently approved alignment. At the present time, all construction contracts have been awarded for those portions
from Midway to Campbell. The remaining construction contracts are antiCipated to be awarded and completed according to the schedule below: Construction Sohedule Limits Award Completion
Midway to Preston 2197 12198 Preston to Coit 11197 7199 Coit to US-75 5198 12/99 US-75 to Campbell 10198 12/99 Campbell to SH-78 3199 412000 IH-35 Interchange 10/98 6/2001 (PGBT access)
Dickerson to Josey 5/99 6/2001 Josey to Frankford 4199 612001 Frankford to Midway 3198 1mODO IH-35 to 635 2001 7/2004 635 to Belt Une 1/2000 7/2002 Addison Airport Toll Tunnel The Addison
Airport Toll Tunnel (MIT) is a 3,700-loot project that connects Keller Springs from Midway, beneath the Addison Airport, to the DNT. The actual tunnel is approximately 1,600 feet in
length. Total project cost is estimated at over $20 million upon completion. Southwest Parkway The Southwest Parkway is a 10-mile route that will connect to IH-30 at the southwest edge
of downtown Fort Worth and proceed in a southwesterly direction to an intersection at Alta, Mesa. This is a cooperative project with the City of Fort Worth and T xDOT. TxDOT plans to
assist in the design and construction of interchanges at IH-30 and 􀁉􀁈􀁾􀀲􀀰􀀮􀀠In addition. TxDOT plans to extend the Southwest Parkway to FM-1187 in Johnson County. The initial feasibility
study for this project is complete. The environmental process ,s under way and is estimated to be completed by the end of 1999, Final deSign and right-of-way acquisition are expected
to take approximately two years. with construction expected to be completed late in 2004, 
ll:ll:US NIIA :>IAII:>IIl.'AL INt-UHIVlAIiUN NTTA Revenues 1998 NITA revenues exceeded $71 million, an increase of approximately 7% over the prior year. This continues a trend from the
past several years. 199810-........._ .................""'.................__..... 19971-....""'.................................................... 1996p...................................,.........
......,...... 􀀱􀀹􀀹􀀵􀁾􀁡􀁭....ati...................... $0 $10 $20 $30 $40 $50 $60 􀁾􀁽􀁏􀀠 $80 Millions Debt Service The current outstanding debt of over $1 billion includes funding
for construction of Segments I through V of the PGBT, which will be completed and opened to traffic over the next five years. 􀁾􀀠 􀁾 _____________ .....m ___ __ _______ As the graph
shows, annual debt service (net of capitalized interest) increases from $23.6 million in 1999 to a maximum of $100 million in 2020. Additional debt may be issued to fund expansion •
Existing toll roads • Study under way of the NITA system or new projects as described elsewhere in this report. $100 $80 $60 $40 <I) $20 i $0 L__ ___ L_ 􀁾__􀁾􀁾􀁌􀀭􀁾􀁾􀁌􀁟􀁾__ ____􀁾__􀁾􀁾􀁌􀁟􀁾􀁾�
�􀁟􀁾__L_____􀁾__􀁾􀁾􀁾􀁾􀁾􀁌􀁟􀁾__L_________􀁾􀁉__ 1999 2001 2003 2005 2007 2009 2071 2013 2015 2017 2019 2021 2023 2025 2027 2029 NITA Expenditures Other Information 1998 NITA expenditures
totaled $12 million, an increase of 7% • NITA processed over 127 million vehicle transactions in 1998. over 1997 expenditures. Of these expenditures, administrative • DPS troopers aided
over 80,000 motorists through personal costs accounted for 28%, toll collection 35%, engineering and contacts. maintenance 10%, utilities 3%, traffic control 9% and Tollta9 store operations
15%. 􀁾􀀠 Almost 60,000 Tollta9 transponders were issued. Uti/Was 􀁾􀀠 NITA Lane Runner program collected over $125.000 through 3" Toll Collections 35" December 1998. 2." • _______ _-L.___•
􀀧􀀨􀁟􀁾􀀠 , 
lurnplf«) 20 • I• ! flSi-l I, • Future DNT extension • Study complete MILESTONES IN THE HISTORY OF THE TTA/NTTA 1953 June 9, Turnpike Act signed into law. 1957 Aug. 27. DFW Turnpike
opened to traffic. 1968 June 30, Original 9.8 miles 01 Dallas North Tollway opened to traffic. 1978 Jan. 1, DFWTurnpike becomes toll-free and property of State Department of Highways
and Public Transportation. 1979 April 3D, Mountain Creek Lake Bridge opened to traffic. 1982 May 6, Houston Ship Channel Bridge opened to traffic. 1987 July. 5.3-mile extension of Dallas
North Tollway opened to Briargrove. 1989 July. Tolltag system introduced to Dallas North Tollway customers. a world-first. 1994 April to December, 6.8..mile extension of Dallas North
Tollway to State Highway 121 in Plano opened to traffic. 1994 May 6, Houston Ship Channel Bridge transferred to Harris County Tollroad Authority. 1994 June, Texas Turnpike Authority
accepts President George Bush Turnpike as a project. 1997 Sept. 1, Texas Turnpike Authority becomes North North Texas Tollway Authority. 1998 Dec. 4. President George Bush Turnpike opened
from Midway to Preston. 1999 Feb. 17. Addison Airport Toll Tunnel opened to traffic. The Addison Airport Tolt Tvnnel is Texas' only underground {oil mad. PROSPECTS FOR 1999 ). Award
contracts tor the construction of PGBT from Midway to IH-35 and Campbell to SH-78. • Complete PGBT from Preston to Coit in July. • Complete PGBT from Coit to Campbell by year's end.
• Complete design of PGBT from IH-635 to. Belt line. • Open Addison Airport Toll Tunnel to traffic in February. • Expedite the construction schedule for DNT screen walls. ) Award DNT
resurfacing contract from Northwest Highway to Royal. 􀁾􀀠 Review and update NTTA policies; Purchasing/Procurement; Sound Mitigation; Right-of-Way. .' Implement New ProjectJDebt Management
policy. , Complete five-year Strategic Plan. • Complete five-year Capilal Improvements Plan. 􀁾􀀠 Fill key staff positions, including 􀁳􀁥􀁣􀁯􀁮􀁤􀁾􀀭􀁪􀁮􀀭􀁣􀁯􀁭􀁭􀁡􀁮􀁤􀀮􀀠 • Implement
Mobility Enhancement projects: Northwest Highway ramp improvements; Expand Tolltag use on the system; Implement toll increase; Initiate design for express Tolltag lanes . .. Improve
communications with Tolitag customers. t Implement beginning phase of Strategic ITS and TraffiC Management Plan. ) Implement restructured employee performance/evaluation review. 
FORMAT o N Dallas North Tollway The Dallas North Tollway (DNTI is the heart of the DNT System, a 21 -mile, six-lane, main street of the Metroplex from downtown Dallas to cities in northern
Dallas and southern Collin and Denton counties, passing through or along the cities of Dallas. Highland Park, University Park, Addison, Farmer's Branch and Plano. Collin County and the
City of Frisco have acquired right-of-way for a 1 O-mile corridor, 300 feet wide, on which to construct the future Dallas North Tollway Phase 3 and its parallel service roads. Collin
County and Frisco have already built roads which could become service roads to a future Phase 3 extension. When traffic levels make it feasible, bonds will be sold to finance the tollway
lanes of the extension 10 miles northward from the end of the current Dallas North Tollway at SH-121 to US-380. The Authority is already studying the feasibility of constructing an overpass
over SH-121. Collin County and Frisco would be reimbursed for the service roads they have financed and constructed. § Dalla!! 􀁾􀀠 North Tollway Trinity Parkway The Trinity Parkway is
a proposed 1 O-mile' toll connector that borders the southern edge of downtown Dallas and will con:.. nect SH-183 to IH-45/US-175. The project is envisioned as a reliever route and will
permit subsequent improvement by TxDOT of the congested IH-30/Mixmaster area. The Trinity Parkway will include directional connectors on both of the Trinity levees. The City of Dallas
plans significant park arid floodway improvements within the levees that will coordinate with and complement the Trinity Parkway roadway improvements. Environmental studies on the Trinity
Parkway will begin in 1999, with completion of those studies expected by the end of 2000. Design and acquisition of right-of-way should be complete by 2003, with construction planned
for completion by the end of 2006. Mountain Creek Lake Bridge Mountain Creek Lake Bridge (MCLB) in southwestern Dallas County extends two and one-half miles from the intersection of
Spur Spur 303 and Southeast 14th Street in Grand Prairie on the west side of the lake, eastward across the lake to the intersection of Spur 303 and Mountain Creek Parkway in Dallas.
It provides motorists with a direct east-west crossing between the Oak Cliff section of Dallas and Grand Prairie. The bridge design allows for a 34-foot-wide roadway for two 12-foot-wide
traffic lanes and room for passing a stalled vehicle. The bridge structure is 7,425 feet long and provides a 1 O-foot clearance above the lake surface. The project also includes approaches,
interchanges, a toll plaza, an operations/utility building, a maintenance facility and a parking lot. 
1 998 NT T A ACCOMPLISHMENTS Construction Contracts During 1998, NITA awarded a number of contracts for construction of new portions of the Dalras North Toltvvay (DNTI system and severa!
significant maintenance contracts. These construction activities include: • Awarded contract to construct 4S prefabricated toll booths for PGBT: $2,080,000 . .. Awarded contract to construct
the toll plaza for Addison Airport Toll Tunnel: $1,059,000. .. Avvarded contract for the construction of PGBT ramp toll plazas between Midway and Preston: $1,539,600. .. Awarded contract
for the construction of DNT screening waifs between University and Meaders; $1,957,000. )> Awarded supplement to contract to expedite the construction of a box culvert on PGBT: $699,000,
.. Awarded contract for the COrl."Wuction of PGBT Barrier Plaza 7 (west of CoiU: $10,185,000. • 􀁁􀁷􀁡􀁊􀁤􀁾􀀠contract for the construction of PGBT between US-75 and Shiloh: $19,439,000.
> Awarded supplement to contfact to provide fiber optics communication in the Addison Airport Toll Tunnel: 5483,000. , Awarded contract for construction of PGST between Shiloh and Campbell:
$16,332,000. 􀁾􀀠 Avvarded reimbursement to City of Dallas for relocation of utilities for PGBT: $299,000. 􀁾􀀠 Awarded contract for the construction of PG8T Barrier Plaza 6 (west of
Shiloh): $7,724,000. 􀁾􀀠 Awarded contract for the pavement repair and overlay of ONT from Beverly to Lemmon. • Awarded Contract for the devefopment of a strategic Imelligent Transportation
System HTS) Plan and Traffic Management System. • Completed contracts for White Rock Creek Bridge, Preston Road Bfidge and Hiltcrest/Ohio/Mapleshade fOI three bridges on PGBT. White
Rock Creek and Hillcrest/Ohio/Mapleshade are substantialfy complete and open to traffic. Design and Consulting Contracts. The NITA has also been active in deSigning new projects and
improvements to the DNT system. These conttacts and studies include: 􀁾􀀠 Awarded contracts for the DNT "Bottleneck" Study to Kfmley Hom: $223,000. and Wilbur Smith & Associates: $$200,000.
to Awarded contract to study feasibility of construction of the Phase III portion of DNT northerly extension through SH-121: $145,000. • Awarded supplement to contract to conduct an
engineering study of the extension of DNT from 􀁓􀁈􀁾􀀳􀀸􀀰􀀠 north through Grayson County: $225,000, )0 Authorized supplemental agreement to design the preliminary layout of DNT main
lane bridge structures crossing over SH-121. " Awarded contract for surveying of the Southwest Parkway: $1.800,000. • Authorized contract for design of the Administration! Maintenance
facilities: $330,000. " Authorized contract for integration of video and data toll collection and management system. • Initiated preliminary financial feasibility study for construction
of SH·161 from SH-183 to IH-20 as a toll facility. Cooperation with State and Af'ea Of'ganizations The NITA has also been active in partnering on mpbility projects with state and area
governmental entities. These agreements and studies include: • Approved an Advance Funding Agreement with the Texas Department of Transportation rrxDOT) for NITA's portion of the construction
costs of the PGBT/fH-35E interchange: $18.330,000. • Approved an interlocal agreement with TxDOT regarding construction of the PGBT/IH.f335 interchange by TxDOT: $25,000,000. • Approved
a three-party agreement with the City of Fort Worth and TxDOT regarding the process for continuing development of the Southwest Parkway. • Approved a three-party agreement with the City
of Dallas and TxDOT regarding the process for continuing development of the Trinity Parkway and allocating responsibilities and participation of all parties. • Approved interlocal agreements
on construction reimbursement and maintenance provisions with the cities of Garfand, Plano, Richardson and Carrollton. 􀁾􀀠 Approved a cooperative study with Collin and Grayson counties
to evaluate potential corridors for the extension of the DNT. • Signed Memorandum of Understanding with DallasJFort Worth Airport and Central Dallas Business District examining feasibility
of implementing a regional Tolltage system. ) Negotiated and purchased five right-of-way parcels along the DNT and eight parcels along the PG8T. J Negotiated a three--partv design modification
tor PGBT neighborhood enhancement at Ohio and Mapleshade. Othef' Accomplishments for 1998 Include: • Received a bond rating upgrade from Standard & Poor's from A-to A In addition, NITA's
bond rating outlook was improved from "Stable" to "Positive" by Moody's. 􀁾􀀠 Sale of $100.7 million in bonds to finance the design and construction of PGBT Segment V through the City
of Irving. J Organized and led a strategic partoering session including the Federal Highway Administration, Texas Department of Transportation, Dallas Regional Mobility Coalition. and
NTTA design consultants to establish project review processes and scheduling. • Selected new NITA logo and awarded contract to develop and implement a public relations and marketing
plan lor the NTTA. 
:.. 
NORTH TEXAS TOLLWAY AUTHORITY AUDITED FINANCIAL STATEMENTS DECEMBER 31,1998 DALLAS NORTH TOLLWAY SYSTEMS MOUNTAIN CREEK LAKE BRIDGE TRANSITION AND FEASIBILITY FUNDS 
NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Financial Statements And Supplementary Data December 31,1998 (With Independent Auditors' Report Thereon) 
200 Crescent Court Suite 300 Dallas, TX 75201·1885 Independent Auditors' Report Board of Directors North Texas Tollway Authority: We have audited the special.purpose stalement of assets
and liabilities of the North Texas Tollway Authority (the Authority) Dallas North Tollway System (Tollway) as of December 31, 1998, and the related specialpurpose statements of revenues
and expenses and changes in fund equity for the year then ended, These financial statements are the responsibility of the Authority's management. Our responsibility is to express an
opinion on these financial statements based on our aud it. We conducted our audit in accordance with generally accepted auditing standards. Those standards require that we plan and perform
the audit to obtain reasonable assurance about whether the financial statements are frce of material misstatement. An audit includes examining, on a test basis, evidence supporting the
amounts and disclosures in the financial statements. An audit also includes assessing the accounting principles used and significant estimates made by management, as well as evaluating
the overall financial statement presentalion, We believe that our audit provides a reasonable basis for our opinion, The accompanying special·purpose financial statements were prepared
for the purposes of complying with the provisions of the Trust Agreement, as supplemented, for the Dallas North Tollway System revenue bonds, dated July I, 1989, as interpreted by the
Authority and described in note I and are not intended to be a presentation in conformity with generally accepted accounting principles, In our opinion, the special-purpose financial
statements referred to above present fairly, in all material respects, the assets and liabilities of the North Texas Tollway Authority Dallas North Tollway System as of December 31,
1998 and its revenues and expenses and the changes in its fund equity for the year then ended, on the basis of accounting described in note I. Our audit for the year ended December 31,
1998 was made made for the purpose of forming an opinion on the basic financial statements taken as a whole. The supplementary information included in Schedules I through 8 for the year
ended December 31, 1998 is presented for purposes of additional analysis and continuing disclosure and is not a required part of the basic financial statements. Such information, except
for that portion marked unaudited on which we express no opinion, has been subjected to the auditing procedures applied in the audit of the basic financial statements and, in our opinion,
is fairly stated in all material respects, in relation to the basic financial statements taken as a whole . • KPMG LLP. KPMG LLP, a us limited liability partnership. 15 a member of KPMG
Internatlona( a S""';ss aSSOCiation. 
As described in note 2 to the special-purpose financial statements, the North Texas Tollway Authority Dallas North Tollway System adopted the provisions of Government Accounting Standards
Board Statement No. 31, "Accounting and Financial Reportingjor Certain Investments and jor External Investment Pools," in 1998. The year 2000 supplementary information on page 23 is
not a required part of the special-purpose financial statements, but is supplementary information required by the Governmental Accounting Standards Board, and we did not audit and do
not express an opinion on such information. Further, we were unable to apply to the information certain procedures prescribed by professional standards because of the nature of the subject
matter underlying the disclosure requirements and because sufficiently specific criteria regarding the matters to be disclosed have not been established. In addition, we do not provide
assurance that the Authority is or will become year 2000 compliant, that the Authority'S year 2000 remediation efforts will be successful in whole or in part, or that parties with which
the Authority does business are or will become year 2000 compliant. We have also previously audited, in accordance with the basis of accounting practices set forth in the provisions
of the Trust Agreement for the Dallas North Tollway System revenue bonds, as interpreted by the Authority, the balance sheets of the North Texas Tollway Authority Dallas North Tollway
System as of December 31,1989 through December 31,1997, and the related statements of revenues and expenses and changes in fund equity for the years then ended (none of which is presented
herein), and we expressed unqualified opinions on those financial statements, on the basis of accounting described above. The supplementary information included in Schedules I through
8 related to the North Texas Tollway Authority Dallas North Tollway System's 1989 through 1998 financial statements was subjected to auditing procedures applied in the audits of those
basic financial statements and, in our opinion is fairly stated in all material respects in relation to the basic financial statements from which it has been derived. This report is
intended solely for the information and use of the Board of Directors, management of the Authority, and trustees of the bonds and is not intended to be and should not be used by anyone
other than these specified parties. March 19, 1999 2 
1 NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Statement of Assets and Liabilities December 3 I, 1998 Construction and Revenue Assets Total Property Fund fund Cash (nole
2) $ 5,481,457 520,430 1,636,060 Investments (nole 2) 715,940,440 542.798,832 3,390,210 J Accrued interest receivable 14.158.779 12,290,309 9.531 lnterfund receivables 12.152.295 Inrerprojecl
Receivables 544.605 7,803 Accounts receivable 2.038,804 1.913.736 1,697 Inventory, al average cost 5,013,727 Prepaid expenses 81,243 Deferred amount on refunding {note 5) 35,448,174
35,448,174 ] Capitalized eosl of Dallas North Tollway Syslem (.ote 3) 583,090.740 583,090,740 $ 1,373.950,264 1,176,070,024 5,037,498 =. Liabilities :1 Vouchers payable $ 745,354 Accounts
payable 7.362,475 5.360,703 Retained from contractors 5,590,014 5,568,364 Interfu.d payables 12.152,295 II ,686.52 I 465.774 Accrued liabilities (notes 4, 7 and 10) 734,852 16,245 Accrued
interest payable 18,611,050 Accrued arbitrage rebate payable (note 5) 939,669 799,416 Deferred revenue 4,214,775 4,198,883 Tolltag deposits 372.841 372,841 Texas Department ofTransportation
loan payable (note 5) 4.600,000 4,600.000 Texas Department ofTransportation ISTEA loan payable J (note 5) 115.000,000 115.000,000 Dallas Nonh Tollway System revenue bonds payahle (nOte
5) 940.701.711 940.70 I, 711 Texas Department ofTranspor1ation Senate Bill 370 Payable (note 10) 5,034,742 1,116,059,778 1,083,732.960 5,037,498 'j Fund Equity Contributed capital 6.115,432
6,115.432 Retained earnings 251.775,057 86,221,632 Total fund equity 257.890.489 92.337,064 Commitments and contingencies (noles 6, 7, 8, 9. 10 and II) $ 1,373,950.267 1.176,070,O24
5,037,498 See accompanying notes to financial statements. 3 
Exhibit A Operation and maintenance fund Reserve maintenance rund Capital improvement rund Bond interest account Debt Service Funds Reserve account Redemption account 3.324.967 358,181
6.987 116.690 5.013.727 81.243 6.750.921 8.050 6.682 86.346,249 572.144 465.775 536,802 7.087.282 15.687 11.686,521 62.205,451 1.241.726 7.003.314 14.346 8,901,795 6,765.653 87,920,970
18,789.490 63.447,177 7,017.660 745.354 307.007 52.582 337,840 21.650 1,304,343 718.607 15.892 18.611,050 140,253 , I \ i 1.786,860 52.582 5.034,742 5.394,232 18.61 L050 1.444.596 7.114.935
7.114.935 6.713.071 6,713.071 82,526.738 82.526,738 178.440 178,440 62.002,581 62.002,581 7,017,660 7.017,660 8,901.795 6.765.653 87.920,970 18.789,490 63.447.177 7,017,660 1 
Cl ."] 1 '] :J 1 1 1 1 . i : 11 ] ]' . 1 U 'J...-. : ." 􀁾􀀮􀀠 :.. ] .• 
Exhibit B NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Statement of Revenues and Expenses For the year ended December 31, 1998 Revenues: Ton revenues Interest revenue Tolltag
store revenue Other revenue $ 57.253.744 8,726,550 5,197.365 188.697 Gross revenues 71,366,356 Operating expenses: Administration: GeneraJ administration Accounting Data processing Insurance
Vault Audit Safety and security 1.507.633 167,641 140,842 1,332.620 260.047 73.764 317.799 Operations: Toll collection Engineering and maintenance Utilities Traffic control Tolltag store
3,800.346 4,006,613 1,179,054 405,487 1,139,929 1,805,869 8,536,952 Total operating expenses 12,337,298 Net revenues available for debt service (note 5) 59,029.058 Net increase (decrease)
in the fair value of inveSlments 1.165,390 Interest on bonded debt; Bond interest, net of $22,552,604 capitalized Bond discount amortized Interest accretion Amortization of deferred
amount on refunding (note 5) 16.799,552 1.257,991 2.110,819 1,442,041 21.610A03 Reserve Maintenance Fund expenses Capital Improvement Fund expenses 886,901 1498.400 Construction fund
earnings. net of transfers to the Bond lmerest Account 2.385,301 4,982,748 Net revenues $ 41.181A92 See accompanying notes to financial statements. 
1 NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Statement of Changes in Fund Equity December 31,1998 Total Fund equity at beginning of year $ __22,."1,.",7.c5._7 ,,.,,5_17_
Restatement 556,763 Fund equity restated 222,314,280 Gross revenues 98,901,708 Net increase (decrease) in the fair value of investments Ll65,390 Operating expenses (12,337,298) Bond
interest expense (40,610,147) Amortization of deferred amount on refunding (note 5) (1.442,041 ) Reserve Maintenance Fund expenses (886,901) Capita! Improvement Fund expenses (1,498,400)
Interest accretion of J995 bonds (2,110,819) Transfer of capitalized interest on construction fund investments Net revenues 41,181,492 Interfund transactions: Distributjon from revenue
fund Transfer from construction fund (1,858) Transfeno revenue fund (397327) Transfer from bond redemption Transfer of excess money from other CapitalJzed costs transferred to construction
and property fund (8,337,739) Revenue bonds retired &'735,000 Transfer of interest accretion on 1995 bonds Transfer of capital accounts Transfer to escrow agent (15,71 L740) Transfer
to bond interest fund 62343 Revenue bond refunded· 89, 90 12,535,000 Capitalization of invesnnent earnings in excess of capitalized interest and amortization of bond discount and deferred
amount on refunding (2,282,718) Cost of equipment retired (209,039) T ransferto feasibility study fund Equity realiz.ed from sale or trade-in of equipment 2,795 Net changes during the
year 35,576,209 Fund equity at end of year $ 257,890,489 See accompanying notes to financial statements. Construction and Property Fund 88515,626 160,132 88,675,758 27,796312 949,976
(L257,987) (1,442,041 ) (22552,606) 3,493,654 (3,737,597) 3,443,175 8,735,000 (2,110,821 ) (16,205,348) 12535,000 (2,282,718) (209,039) 3,661,306 92,337,064 Revenue fund 62,899,590 62,899,590
(71,561,865) J , ! 8,662,275 J1 .J J ] , 1 /6 1 
􀁅􀀮􀁾􀁩􀁢􀁩􀁴􀁃􀀠 Operation and maintenance fund 5,485.864 5,485,864 110,078 (12,337.298) ( 12,227,220) 12,301,336 1,554.955 j Reserve maintenance fund 7.232.518 ( 1.980) 7.230538 395,502
11.625 (886.901) (479.774) 1.493,100 (397.327) (I. 136,261) Capital improvement fund 48.430.692 89.067 48.519,759 3529,107 188.636 (1,498,400) 2.219,343 35.357,567 (105.323) (3,464,608)
Bond interest account 1.791,349 463,885 (39,352.160) (2,110.819) 22.552,606 (18.446.488) 11.901.369 8,870,490 (6.542.709) 2.110.821 493,608 Debt Service Funds Reserve account 63.280.838
309.544 63.590,382 3,426.474 15,153 3.441,627 (5.029,428) Redemption account 7.020,630 7,020,630 280,760 280.760 10,508.493 (2,119.566) (8.735,000) 62,343 1.629,071 34,006,979 (1.612.909)
(1,587.801) 82.526,738 178.440 62,002.581 '\ ) 7 
NORTH TEXAS TOLLWAY AUTHORITYDALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements Decem ber 31, 1998 (1) Organization and Summary of Significant Accounting Policies (a) Organization In June 1997, the Texas
Legislature approved a bill to create the North Texas Tollway Authority, a regional tollway authority under Chapter 366, Transportation Code, Effective September 1, 1997, the North Texas
Tollway Authority (the Authority) became the successor agency to the Texas Turnpike Authority and succeeded to all assets, rights, liabilities, and other property ofthe Texas Turnpike
Authority located in Collin, Dallas, Denton or Tarrant County, The Authority also assumed and became liable for all duties and obligations related to the Texas Turnpike Authority at
that time, The Authority is a political subdivision of the State of Texas, authorized and empowered by the Regional Tollway Authority Act (Act) to construct, maintain, repair and operate
turnpike projects at such locations within Collin, Dallas, Denton or Tarrant Counties, as may be determined by the Authority, The Authority is further authorized to issue turnpike revenue
bonds, payable solely from tolls and other revenue of the Authority, for the purpose of paying all or any part of the COSl of a turnpike project, Under the provisions of the Act, these
revenue bonds shall not be deemed to constitute a debt or a pledge of the faith and credit of the State of Texas or ofany other political subdivision thereof. The Dallas North Tollway
System is a turnpike project of the Authority and consists of the Dallas North Tollway, the Addison Airport Tunnel, and the President George Bush Turnpike, The Authority also operates
Mountain Creek Lake Bridge, which is a separate turnpike project, and for which separate individual financial statements are prepared in accordance with the trust agreement. In addition,
separate financial statements are prepared to present the accounts of the Dallas-Fort Worth Turnpike Transition Trust Fund, the Feasibility Study Fund and the Equipment Account. (b)
Accounting Policies The accounts of the Dallas North Tollway System (Tollway) are maintained in accordance with the practices set forth in the provisions of the Trust Agreement for the
Dallas North Tollway System Revenue Bonds, as interpreted by the Authority, These practices are similar to generally accepted accounting principles for an enterprise fund on an accrual
basis except that depreciation and amortization of the Tollway and related acquisition and revenue bond issuance costs are not 8 (Continued) J ] J , 1 J ] 'J -1 􀁾􀁪􀀠 􀀧􀁾􀀧􀀱􀀱􀀠 J
cl J ] ]􀁾􀀠 , 􀀧􀁾􀁬􀀠 J ] :; J 1 ,j ,] .J 
,-i NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements December 31, 1998 included as an operating expense or otllerwise provided, and interest accrued
for certain periods after official completion on certain of the Tollway's bond issues is capitalized as allowed by the Trust Agreement and bond resolution, rather than being reflected
as an expense. Otherwise, revenues are recognized when they are earned, expenses are recognized in rhe period in which they are incurred, and all assets and liabi lities associated with
the operation of the Dallas North Tollway System are included in the balance sheet in accordance with the Trust Agreement as described above. The assets of the Tollway are stated at
cost which includes interest paid prior to, during and one year subsequent to construction, less retired assets and income earned from investments, in accordance with the terms of the
Trust Agreement. The various funds which are required by the Trust Agreement are grouped as follows in the financial statements: • Construction and Property Fund -The Construction and
Property Fund was created to account for that portion of the proceeds from the sale of the Dallas North Tollway System Revenue Bonds which were required to be deposited with the trustee
in order to pay all costs of construction. There also may be deposited in the Construction and Property Fund any monies received from any other source for paying the cost of the Tollway.
• Revenue Fund -The Revenue Fund was created to account for all revenues (all tolls, other revenues and income) arising or derived by the Authority from the operation and ownership of
the Tollway. All revenues of this fund are distributed to other funds in accordance with the Trust Agreement. • Operation and Maintenance Fund -The Operation and Maintenance Fund was
created to account for and pay current operating expenses of the Tollway. • Reserve Maintenance Fund -The Reserve Maintenance Fund was created to account for those expenses of maintaining
the Tollway which do not recur on an annual or shorter basis. As defined in the Trust Agreement such items include repairs, painting, renewals and replacements necessary for safe or
efficient operation of the Tollway or to prevent loss of revenues, engineering expenses relating to the functions of the Authority, equipment, maintenance expenses and operating expenses
not occurring at annual or shorter periods. 9 (Continued) 
'J , NORm TEXAS TOLLWAY AUTHORllY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements December 31, 1998 • Capital Improvement Fund -The Capital Improvement Fund was created to
account for the cost of repairs, enlargements, extensions, resurfacing, additions, renewals, improvements, reconstruction and replacements, capital expenditures, engineering and other
expenses J relating to the powers or functions of the Authority in connection with the Tollway, or for any other purpose now or hereafter authorized by law. :J • Bond Interest Account
-The Bond Interest Account was created to account for the payment of the semiannual interest requirements ofthe revenue bonds. • Reserve Account -The Reserve Account was created for
the purpose of paying interest on . 1, and principal of the bonds whenever and to the extent that the monies held for the credit of . 1 the Bond Interest Account and the Redemption Account
shall be insufficient for such j purpose. The required reserve is an amount equal to the average annual debt service requirements of all bonds outstanding. At December 31, 1998, the
Authority was in compliance with this requirement. • Redemption Account -The Redemption Account was created to account for the payment of the annual principal requirements ofthe revenue
bonds. As a political subdivision of the State of Texas, the income of the Authority is not subject to federal or state income tax under the Internal Revenue Code Section 115. The preparation
of financial statements requires management to make estimates and assumptions that affect certain reported amounts and disclosures. Accordingly, actual results could differ 1 from those
estimates. , J (2) Cash and Investments The Authority may purchase investments as authorized by the Trust Agreement and as further authorized by the revised investment policy and strategy
approved by the Board of Directors in December 1998. These investments include but are not limited to obligations of the United States or its agencies and instrumentalityis; direct obligations
of the State of Texas or its agencies and ] I ) J 10 (Continued) 
NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements December 31, 1998 instrumentalityis; collateralized mortgage obligations directly issued by a
federal agency Or instrumentality of the United States, the underlying security for which is guaranteed by an agency or instrumentality of the United States; other obligations, the principal
of and interest of which are unconditionally guaranteed or insured by, or backed by the full faith and credit of, the State of Texas or the United States or their respective agencies
and instrumentality!s; obligations of states, agencies, counties, cities, and other political subdivisions of any state rated as to investment quality by a nationally recognized investment
rating firm not less than A or its equivalent; certificates of deposit issued by a state or national bank; fully collateralized repurchase agreements; commercial paper with a stated
maturity of 270 days or fewer from the date of its issuance; and no load money market mutual funds which have a dollar-weighted average stated maturity of 90 days or fewer and includes
in its investment objectives the maintenance ofa stable net asset value of $ I for each share. The Authority does not invest in financial instruments other than those authorized by the
investment policy, and does not invest in any state or local government investment pools, The Authority adopted Statement of Governmental Accounting Standards (GASB) No. 31,Accounting
and Financial Reporting for Certain investments and External Investment Pools, during 1998, Statement No, 31 establishes accounting and financial reporting standards for all investments
held by governmental entities, This statement generally requires all equity securities and debt instruments with readily determinable market values to be carried at fair value, with
changes in fair value reflected in the statement of revenues and expenses, (a) Deposits ofCash in Bank The carrying amount of $5,481 ,457 for cash in bank is presented below. The bank
balance of the Authority has been classified according to the following risk categories: • Category 1 -insured or collateralized with securities held by the governmental entity Or by
its agent in the name of the governmental entity. Category 2 -collateralized with securities held by the pledging financial institution's trust department or agent in the governmental
entity's name, II (Continued) 
] :] NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM ] Notes to Financial Statements December 31,1998 1 ") Category 3 -uncolhiteralized (which would include any deposits collateralized
with securities held by the pledging financial institution, or by its trust department or agent but not in the governmental entity's name). :1 Bank Carrying Category 1 Category 2 Category
3 balance amount ] $ 1,786,955 1,786,955 5,280,757 Reconciling items comprised of deposits in transit, outstanding payments and bank errors are :1 present which cause the difference
between the bank balance and the carrying amount. The carrying amount does include the toll attendants' change fund and petty cash of$200,700, J (b) Investments Both the carrying amount
and market value of investments as of December 31, 1998 are shown 1 below, Investments are categorized to give an indication of the level of credit risk assumed by , } the agency at
year-end, The three categories are: • Category 1 -investments that are insured or registered or for which the securities are held by the agency or its agent in the agency's name. Category
2 -uninsured and unregistered investments for which the securities are held by the broker's or dealer's trust department or agent in the agency's name, J • Category 3 -uninsured and
unregistered investments for which the securities are held by the broker or dealer, or by its trust department or agent, but not in the agency's name. ] J .J J .J 12 (Continued) 
NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements December 3 I, 1998 ., ! Category Amortized Fair Type ofsecuriry 2 3 U.S. Treasury notes S 26.623.278
$ FederaJ National Mortgage Association (FNMA) 20.299.960 Goldman Sachs TR FINL Square Government 17.64).474 Federal Home Loan Bank (fHLB) 12,998.501 Srudent L>l Marketing Assn Medium
3.600.000 Federal Farm Credit Banks 1.400.000 Commercial paper 50369.046 Repurchase agreements 541,54Ll77 TotalS $ 6R477,436 Uncategorized investments -money market funds Total investffit.:nts
$ Cost '-latue 26.623.278 27.001.277 20.299.960 20.281.742 17.645.474 17.645,473 12.998.501 13.049.730 3.600.000 3.589,200 1.400,000 1,396.024 50.369.046 50,471,982 541.541.177 542.765.012
674.477.436 676.200,440 39.740.000 39.740,000 7 715.940,440 In 􀁡􀁾􀁣􀁯􀁲􀁤􀁡􀁮􀁣􀁥􀀠with Governmental Accounting Standards Board (GASB) Statement Number 3, Depusits with Financial Institutions.
InveSlme11lS (including Repurchase Agreements) and Reverse Repurchase Agreements, amounts invested in money market funds are not categorized because they are not evidenced by securities
that exist in physical or book entry fonn. (3) Constrnction and Property Included in the capitalized costs of the Construction and Property Fund, in accordance with the Trust Agreement,
are costs incurred in connection with the offering, sale and issuance of bonds for construction purposes; unamortized discount on the sale of those bonds; and bond interest expense net
of income earned from investment of funds during construction; the cost of certain real estate lor righlof-way requirements; and administrative and legal expenses incurred during the
construction period. (4) Accrued Vacation Vested or accumulated vacation leave is recorded as all expense and liability as the benefits accrue to employees. No liability is recorded
for non vesting accumulating rights to receive sick pay benefits. 13 l Continued) 
NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements December 31,1998 (5) Revenue Bonds and Loans Payable To provide for the refunding of the Dallas
North Tollway System Series 1985 Revenue Bonds and additional funds for supplementary development of the Dallas North Tollway System -Extension Phase 2, the Texas Turnpike Authority
authorized and issued $237,695,000 in principal amount of revenue bonds dated July 1, 1989. Such bonds included $48,465,000 of serial bonds which mature ] beginning January I, 1995 in
amounts as set forth in the Trust Agreement and bear interest at rates ranging from 6.55% to 6.875%. The remaining $189,230,000 of 6.00% to 7.125% term bonds are subject to mandatory
sinking fund redemption at their principal amount in part on January 1,2009 and '1 in years thereafter in amounts as set forth in the Trust Agreement. Interest on the bonds is to be
paid I .J semiannually on January I and July 1 ofeach year. I To fund the Dallas North Tollway System -Extension Phase 2, the Texas Turnpike Authority j authorized and issued $133,070,000
in principal amount of reVenue bonds dated May 15, 1990. The bonds were issued June 20, 1990 as parity bonds with the Series 1989 revenue bonds, and included $30,385,000 of serial bonds
which mature beginning January 1, 1995 and bear interest at rates ranging from 6.60% to 7.25%. The remaining $102,685,000 of 6.00% to 7.25% term bonds are subject to mandatory sinking
fund redemption at their principal amount beginning on January 1, 2010. Interest on the bonds is to be paid semiannually on January 1 and July I of each year. To provide for the partial
refunding of the Dallas North Tollway System Series 1990 Revenue Bonds and additional funds for supplementary development of the Dallas North Tollway System -Extension Phase 2, the Texas
Turnpike Authority authorized and issued $140,135,000 in principal amount of revenue bonds dated September 15, 1993 (Series 1993). Such bonds included $87,225,000 of serial bonds which
mature beginning January I, 1995 in amounts as set forth in the Trust Agreement and bear interest at rates ranging from 3.25% to 5.125%. The remaining $52,910,000 of 5.00% term bonds
are subject to mandatory sinking fund redemption at their principal amount in part on January 1,2015 and in years thereafter in amounts as set forth in the Trust Agreement. Interest
on the bonds is to be paid semiannually on January 1 and July 1 of each year. The Texas Turnpike Authority purchased sufficient U.S. Treasury secuntles -State and Local Government Series
with the net proceeds from the Series 1993 bonds for the partial retirement of the Series 1990 bonds and placed them in an irrevocable escrow account with Bank of New York. .\ At December
31, \998, the irrevocable escrow account holds sufficient investments to pay for the outstanding refunded principal of$121,975,000 on the defeased Series 1990 bonds 14 (Continued) 
, i I NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements Decem ber 31, 1998 The Authority follows the provisions of Governmental Accounting Standards
Board's Statement No. 23, "Accounting and Financial Reporting for Refundings of Debt Reported by Proprietary Activities" (Statement No. 23). Under the provisions of Statement No. 23,
the difference between the reacquisition price and the net carrying amount of the Series 1990 Bonds ($22,554.605) was deferred to be amortized over the life of the Series 1993 Bonds
as an adjustment to the bond interest expense. The provisions of Statement No. 23 were not retroactively applied to debt refundings of previous years. Amortization of the deferred amount
on refunding was approximately $1,057,000 for the year ended December 31, 1998. To provide funds for the purpose of constIUcting the Addison Airport Toll Tunnel project, an addition
to and expansion of the Dallas North Tollway System, the Texas Turnpike Authority authorized and issued $26,800,000 in principal amount of revenue bonds dated December I, 1994. The bonds
were issued January 5,1995 on a parity with other obligations of the Authority and included $7,250,000 of serial bonds which mature beginning January I, 1998 and bear interest rates
ranging from 5.5% to 6.7%. The remaining $19,550,000 of 6.6% to 6.75% term bonds are subject to mandatory sinking fund redemption at their principal amount beginning on January 1, 2010.
Interest on the bonds is to be paid semiannually on January I and July I of each year. To fund a portion of the costs of the President George Bush Turnpike (the PGBT), an addition to
and expansion of the Dallas North Tollway System, the Texas Turnpike Authority issued $446,411,475 in principal amount of revenue bonds, dated December I, 1995. The bonds were issued
January 23,1996 on a parity with other obligations of the Texas Turnpike Authority and included $419,220,000 of serial bonds which mature beginning January I, 2012 and bear interest
at rates ranging from from 5.00% to 5.40%. The remaining $27,191,475 consist of capital appreciation bonds which mature beginning January I, 2006. Additionally, the North Texas Tollway
Authority intends to fund, in part, costs of the construction of the President George Bush Turnpike with proceeds from a loan, which will ultimately total $135,000,000, made by Texas
Department of Transportation (TxDOT) pursuant to the Intermodal Surface Transportation Efficiency Act of 1991 (lSTEA). The first three advances from TxDOT totaling $75,000,000 were received
through 1997 and the fourth advance from TxDOT in the amount of $40,000,000 was received during 1998. Future funding to TxDOT is subject to appropriation by Congress. Repayment of the
loan to TxDOT is to be made from amounts on deposit in the Capital Improvement Fund with payments subordinate to bonds or other obligations of the North Texas Tollway Authority issued
or entered into and secured by the tolls and revenues of the system. Interest at the rate of4.2% will begin to accrue on October 1,2000, compounding annually on January 1,200] with the
first payment to be made in October 2004. 15 (Continued) 
] ] NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements December 3], 1998 TxDOT has incurred $4,600,000 in costs for interchange improvements relating
to the President George Bush Turnpike, which will be repaid by the Authority. Repayment of these costs will be paid in annual payments (without interest) of $500,000 beginning on October
I of the year after the ISTEA loan is fully paid, currently 2019. The North Texas Tollway Authority issued $129,270,000 in principal amount of Dallas North Tollway :1 System Revenue
Refunding Bonds, Series 1997, dated January 1, 1996 on October 8, 1997, for the purpose of refunding $123,945,000 of Series 1989 revenue bonds. Interest on the bonds is payable on January
J and July I of each year commencing on January I, 1998. Principal is payable on January I commencing on January I, 1999. The bonds included of $78,665,000 of serial bonds which mature
beginning January 1, 1999 and bear interest rates ranging from 5.0% to 6.5%. The remaining $50,605,000 of5.5% term bonds are due January 1,2015. J The Authority purchased sufficient
U.S. Treasury Note with the net proceeds from the Series 1997 bonds for the partial retirement of the Series 1989 bonds and placed it in an irrevocable escrow account with Bank One.
On December 31, 1997, the U.S. Treasury Note matured and the irrevocable escrow account held sufficient cash to pay for the outstanding refunded principal of $123,945,000 On the , defeased
Series 1989 bonds. Under the provisions of Statement No. 23, the difference between the reacquisition price and the net carrying amount of the Series 1989 Bonds ($11,430,835) was deferred
J and will be amortized over the stated term of the Series 1997 Bonds as an adjustment to the bond interest expense. The deferred amount on refunding will be amortized over the stated
term of the 1 bonds because the remaining life of the new debt is equal to or shorter than the remaining life of the j old debt. Amortization of the deferred amount on the refunding
was approximately $178,000 for the year ended December 3 I, 1998. The North Texas Tollway Authority issued $129,005,000 in principal amount of Dallas North Tollway System Revenue Refunding
bonds, Series I 997A, on October 20,1997, for the purpose of refunding a portion of the Dallas North Tollway System Revenue Bonds, Series 1989, dated July I, 1989, and the outstanding
Dallas North Tollway System Revenue Bonds, Series 1994 dated December I, 1994. The amount of refunded principal related to the Series 1989 bonds is $98,040,000 and the amount related
to l the Series 1994 bonds is $22,575,000. Interest on the bonds will be payable on January 1 and July I of J each year commencing on January I, 1998. Principal will be payable on January
I commencing on January 1,1998. The bonds included $67,685,000 of serial bonds which mature beginning January I, 1998 and bear interest rates ranging from 4.0% to 5375%, $56,655,000
of 5.0% term bonds due January 1,2020 and $4,665,000 of 5.0% term bonds due January 1,2023. J .J 16 (Contin
ued) NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements December 31, 1998 The North Texas Tollway Authority purchased sufficient U.S. Treasury securities
State and Local Government Series with the net proceeds from the Series 1997 A bonds for the partial retirement of the Series 1989 bonds and 1994 bonds and placed them in an irrevocable
escrow account with Bank One. At December 31, 1998, the irrevocable escrow account holds sufficient investments to pay for the outstanding refunded principal of $98,040,000 on the defeased
Series 1989 bonds and $22,575,000 on the defeased Series ]994 bonds. Under the provisions of Statement No. 23, the difference between the reacquisition price and the net carrying amount
ofthe Series 1989 Bonds and] 994 Bonds ($9,217,525) was deferred and will be amortized over the stated term of the Series ] 997 A Bonds as an adjustment to the bond interest expense.
The deferred amount on refunding will be amortized over the stated term of the bonds because the remaining life of the new debt is equal to or shorter than the remaining life of the
old debt. Amortization of the deferred amount on the refunding was approximately $208,000 for the year ended December 31, 1998. The Series 1997 and 1997 A Bonds were issued to provide
funds to refund the Series 1989 and 1994 Bonds in the amounts of $221,985,000 and $22,575,000, respectively. Serial 1989 bonds in the amount of $4,045,000 were not refunded and matured
January 1, 1998. Serial 1994 bonds in the amount of $4.225,000 were not refunded and mature annually up to January I, 2005 of which $3,805,000 remains outstanding at December 31, 1998.
The $100,660,000 North Texas Tollway Authority Dallas Nonh Tollway System Revenue Bonds, Series 1998 were authorized to be issued by the Authority pursuant to the resolution of the Board
of Directors and the Finance Committee adopted on August 19, ] 998, and the Trust Agreement dated as of July I, 1989. The bonds were dated September 15, 1998 and were issued for the
purpose of financing Section V of the PGBT. The proceeds of Bonds, together with TxDOr's contributions, are expected to be sufficient to fully fund the acquisition and construction of
Section V. Pursuant to an agreement between TxDOT and the Authority (the "1998 Two-Party Agreement"), TxDOT will construct certain parts of Section V. Upon completion of the improvements
to be constructed by TxDOT, the Authority will reimburse TxDOT for TxDOT's construction costs in excess of $24,000,000, plus TxDOT's engineering costs attributable to the tolled portion
of the improvements it constructed. The issuance consists of $22,515,000 serial bonds, $22,065,000 tenn bonds and $56,080,000 tenn bonds. Interest On the bonds will be payable on January
1 of each year commencing on January 1,2004. Principal will be payable on January 1 commencing on January I, 2008. The bonds consist of $22,5J5,000 4,1-4.75% Serial Bonds maturing from
2008-2018 with a yield of 4.150%-4.94% and $22,065,000 4.75% Tenn Bonds due January 1,2022 at a yield of 5.00% and $56,080,000 Term Bonds due January 1,2029 at a yield of 5.010%. 17
(Continued) 
NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements December 31, 1998 Debt service requirements on the bonds payable, TxDOT loan payable and TxDOT
ISTEA loan payable subsequent to December 31, 1998 are as follows: 1999 2000 2001 2002 2003 Thereafter Less amounts representing interest Principal due $ 47,523,902 53,666,509 53,671,651
51,972,351 57,135.291 1,775,144,817 (978,812,809) $ 1,060,301,711 Pursuant to the Trust Agreement, the North Texas Tollway Authority has agreed that it will at all times keep in effect
a plan for loll collecting facilities and a schedule of rates of tolls which will produce during each construction fiscal year an amount of net revenues equal to 1.00 times the scheduled
debt service requirements during construction and for each of the three fiscal years following the last construction fiscal year net revenues equal to 1.10 times each years debt service
requirements, and 1.20 times debt service requirements for each fiscal year thereafter. In 1998, the requirement was 1.0 times the scheduled debt service requirement for the year. Scheduled
debt service for December 31, 1998 is equal to bond interest expense, net of amounts capitalized for the calendar year and the principal amount due on January 1,1999 of $6,845,000. At
December 31, 1998, net revenues were 2.50 times scheduled debt service. Rebatable arbitrage resulting from investing proceeds of tax-exempt debt in higher yielding taxable securities
has been estimated to be $939,669 and is recorded as an accrued arbitrage rebate liability in the accompanying financial statements. (6) Employees' Retirement Plan As discussed in note
I, effective September I, 1997, the North Texas Tollway Authority (the Authority), a regional tollway authority under Chapter 366, Transportation Code, became the successor agency to
the Texas Turnpike Authority. In connection with this transition, the Authority changed from being a participant in the plans administered by the Employees Retirement System of Texas
(System), System), which are considered single employer defined benefit pension plans, to being a participant in J l .. J 1 . J . I j " 18 (Continued) I 
NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements December 31, 1998 the Texas County and District Retirement System (TCDRS) which is a non-profit
public trust fund that provides pension, disability and death benefits to eligible employees of the counties and districts that participate in TCDRS_ lnfonnation related to the System,
TCDRS. the Authority'S 40 I (k) plan and its refrain from participation in social security is included herein, Texas County and District Retirement System The Texas County and District
Retirement System was established by legislative act in 1967_ Individuals are required to become a TCDRS member at the time of their employment regardless of their age, unless the individual
is ineligible for one of the reasons specified by the System (Le_ parttime, temporary employee, etc.). The percentage of salary that both the individual and employer contribute toward
retirement is detennined by the governing body of the political subdivision. The employee and and employer contribution rate established was 6% and 7A5%, respectively,at December 31, 1998_ Once an individual reaches vested status. he or she may end employment with a TCDRS subdivision and retain their right to future benefits as long as the individual
does not die or withdraw personal contributions. Once a vested employee has satisfied both the service and age requirements for retirement, he or she is considered retirement eligible.
Employees are eligible to receive lifetime monthly pension payments following the tennination of their employment if the individual has 12 or more years of service credit at age 60 or
older or the individual has 30 or more years of service credit at any age. An individual is also eligible to receive lifetime monthly pension payments after their tennination of employment
if their political subdivision has authorized, and the individual has satisfied 10 years of service credit at age 60 or older or 8 years of service credit at age 60 or older or the individual's
combined age and total service is 80 or more or the individual's combined age and total service is 75 or more_ If an individual is eligible for service or disability retirement pension
payments, the amount of the lifetime monthly pension to be received after retirement is detennined by dividing the total dollars of accumulated retirement credit earned at retirement
by the appropriate annuity purchase rate used to convert dollars of retirement credit to a lifetime monthly pension payment-If an individual has at least eight years of service credit
and become disabled for any reason, the individual may be approved for disability retirement benefits if the TCDRS Medical Board finds that the individual is mentally or physically incapacitated
for any gainful occupation and the incapacity is considered to pennanent. 19 (Continued) 
NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements Decem ber 3 I, 1998 1 Total pension expense allocated to Dallas North Tollway System by the Authority
for the year ended December 31. 1998, was approximately $340,937 based on a covered payroll of approximately $5,554,126, The acwarially required contribution was made by the Authority,
J 401(k) Plan J As a state agency of the State of Texas, the Texas Turnpike Authority was a participating employer in the State of Texas Texa$aver 401(k) Profit Sharing Plan sponsored
by the Employees Retirement System of Texas (System), The Texas Turnpike Authority, as a state agency, was permitted to participate in the System's retirement system under Section 812,003
of the Texas Government Code. Because the Regional Tollway Authority Act established the Authority as a political subdivision of the State of Texas instead of a state agency, it is no
longer eligible to participate in the Texa$aver 40 I (k) Plan maintained by the System. As a successor of the Texas Turnpike Authority, however, the Authority is eligible under current
IRS rules and regulations to adopt the North Texas Tollway 1 Authority 401(k) Plan as a successor qualified cash or deferred arrangement to the Texa$aver 40 1(k) . J i Plan. Prior to
1986, the Internal Revenue Code (IRC) of 1986 permitted state or local governments and taxexempt organizations to maintain a qualified cash or deferred arrangement. The Tax Reform Act
(TRA) of 1986 amended IRC to provide that a cash or deferred arrangement shall not be treated as a "qualified cash or deferred arrangement" if it is part of a retirement plan maintained
by a Governmental Unit. However, TRA 1986 provides specific exception for cash or deferred arrangements adopted by a Governmental Unit prior to ]986 ("Grandfather Employer"). The Authority,
a government entity is eligible to adopt the 401 (k) Plan because it is a successor entity to OJ the Texas Turnpike Authority, a Grandfathered Employer, and is adopting a cash or deferred
arrangement substantially similar to the Texas Turnpike Authority's cash or deferred arrangement. ] Effective September I, ]997, each Authority employee became eligible to participate
in the North Texas Tollway Authority 401(k) plan, The plan requires that each employee be required to make a , mandatory employee contribution, deposited by the Authority towards the
cost of the 401(k) plan, in ) an amount equal to (i) 6,2% of wages up to the Social Security Wage Base, for the period between .,.1 911197 and 10/5/97 and (ii) 4% of wages up to the
Social Security Wage Base, for the period between , \ October 6,1997 and January 1 1,1998. All mandatory employee contributions to the 401(k) plan for i payroll periods following September
I, 1997 shall be made on a pre-tax basis, provided they are ,J subject to the Hospital Insurance portion of the Federal Insurance Contributions Act and the Federal 20 (Continued) 
NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements December 31, 1998 Unemployment Tax Act and the withholding of those Acts. Employee contributions
and plan earnings are vested at all times and a terminating employee shall be paid all mandatory contributions and plan earnings pursuant to the Plan's terms. The Authority is authorized
to make discretionary employer matching contributions in such amounts as may be determined by the Board and Authority employees are vested in employer contributions at 20% after 6 years
services, 40% after 7 years, 60% after 8 years, 80% after 9 years and 100% after 10 or more years. Former Texas Turnpike Authority employees employed by the Authority on or before October
31, 1997 shall receive past service credit for service with the Texas Turnpike Authority for purposes of determining the vested percentage and the Authority's Board of Directors is allowed
to further amend or terminate the Plan at any time. Total 401(k) contributions allocated to Dallas North Tollway System by the Authority for the year ended December 31, 1998, was approximately
$198,040 based on a covered payroll of approximately $5,658,298. Social Security Effective September I, 1997. the Authority elected to refrain from participation in Social Security and
will instead participate in both the TCDRS and the Authority 401(k) plan. The Authority requires mandatory employee participation in both of these plans. (7) Risk Management The Authority
established a limited risk management program for workers' compensation. Liabilities are reponed when it is probable that a loss has occurred and the amount of the loss can be reasonably
estimated. Liabilities include an amount for claims that have been incurred but not reported. Claim liabilities are calculated considering the effects of inflation, recent claim settlement
trends including frequency and amount of pay-outs and other economic and social factors. The liability for claims and judgments is reported in the Operation and Maintenance Fund. As
of December 31, 1998, approximately $305,345 is accrued to recognize actuarially determined claim liabilities. Effective September 25, 1997, the Authority terminated its limited risk
management program for workers' compensation. The Authority is now insured for workers' compensation by an external insurance company. (8) Post-employment Benefits The Authority provides
post-employment health care benefits to all retired employees of Dallas North Tollway System, funded on a pay-as-you-go basis. Currently, 53 individuals meet these requirements. During
the year ended December 31,1998. expenses of approximately $136.214 were recognized for post-employment health care premiums paid. 21 (Continued) I 
','J . NORTH TEXAS TOLLWAY AUTHORlTY DALLAS NORTH TOLLWAY SYSTEM Notes to Financial Statements December 31, 1998 i (9) Commitments and Contingencies Contract and purchase order commitments
at December 31, 1998 aggregate approximately $36.462,332. This amount includes construction contracts payable from the Construction and Property Fund. The Authority has an operating
lease agreement for the rental of the Tolltag Store. The expiration of the agreement is July 2001. Lease expense forthe year ended December 3],1998 totaled '\ approximately $49,649 under
this lease. The following represents required remaining payments under . j the terms ofthe Tolltag Store lease agreement: 1999 $ 49,649 2000 49,649 2001 24,824 1 $ 124,122 􀀽􀁾􀀧􀀽􀀽􀀽􀀠
On August 19, 1993, the Board authorized the creation of a Revolving Fund as permitted by Senate i Bill 242. The Authority entered into a Memorandum of Understanding with Collin County
and Dallas . I County to fund the Revolving Fund from capital improvement funds from the Dallas North Tollway 1 System, if matched by a contribution by the Texas Department of Transportation
(TxDOT). To date, i the Texas Department of Transportation has not taken any action regarding its contribution to the . ) Revolving Fund, nor has the Board acted to establish the Revolving
Fund. (10) Payable to Texas Department of Transportation As discussed in note I, effective September I, 1997, the Authority, a regional tollway authority under Chapter 366, Transportation
Code, became the successor agency to the Texas Turnpike Authority. In connection with this transition, the Authority was required to make a payment to the Texas Department of Transportation
in an amount equal to $14,760,056. The corresponding liability is reflected in the Capita! Improvement Fund of the accompanying financial statements. The Authority made the first 2 required
payments during 1998 and the final payment of $5,034,742 is required to be made on August 31,1999. 22 
NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Required Supplementary Information Year 2000 Disclosure (Unaudited) December 31, 1998 The Year 2000 (Y2K) issue refers to the
fact that many computer programs use only the last two digits to refer to a year. Therefore, both 1900 and 2000 would be referred to as "00". Com puter programs have to be adjusted to
recognize the difference between those two years or the programs will fail Or create errors. The Authority has implemented a Y2K readiness program with the objective of having all of
their significant centralized computer systems functioning properly with respect to the Y2K issue before January I, 2000. Each system within the Authority is in a different stage ofthe
Y2K readiness. The first component of the Y2K readiness program was to identify the internal computer systems that are susceptible to system failures or processing errors as a result
of the Y2K issue. This effort is substantially complete with respect to centrally administered systems. systems. Those computer systems considered most critical to continuing operations
are being given the highest priority. The second component of the Y2K readiness program involves the actual remediation and replacement of the Authority computer systems. The Authority
has elected to partially rely on the representation of third-party software, hardware and equipment suppliers regarding the Y2K compliance of purchased systems. Based on these representations
received, the Authority deemed it necessary to validate or test remediated or replaced computer systems to the full extent possible to determine that no errors are introduced during
the conversion process. The Authority is developing a formal contingency plan to mitigate the possible disruption in business operations that may result from the Y2K issue. Contingency
plans include developing alternative methods of processing infOlmation. Once developed, contingency plans and related cost estimates will be refined, as additional information becomes
available. It is currently estimated that the aggregate cost of the Authority's Y2K efforts will be approximately $400,000. The Authority'S Y2K readiness program is an ongoing process
and the estimates of cost and completion dates for various components of the Y2K readiness program described above are subject to change. 
] NORTH TEXAS TOLLWAY ACTHORITY DALLAS NORTH TOLLWAY SYSTEM Schedule ofCapitaiizcd CoSts For the year ended December:; t. 1998 Capitalized during year ended December 31, 1998 Cumulative
from 1989, 1990 and 1993 bond issues: Preliminary costs Construction 􀁒􀁩􀁧􀁨􀁬􀀭􀀨􀀩􀁦􀁾􀁷􀁡􀁹􀀠 Engineering Administration Equipment $ 2.333.750 14,169.373 4.262.752 1.331.613 206597
5.025Js86 Financing costs 27.334,971 (4.550.705) Total capitalized costs -1989. 1990 and 1993 bond issues 22.784,266 Series 1994 bond issue: Preliminary Costs Construction Right-of-way
Engineering Administration Equipment 248.472 14,674.491 (559.680) 1.644,530 73564 52.272 Financing costs 16.133,649 (899,776) Total capitalized COSts -Saies 1994 bond issue 15,233,873
Series 1995 bond issue: Preliminary costs Construction Right-of-way Engineering Administration Equipment 177.424 55.999.054 12.253.654 26.335.414 282.886 116.894 Financing costs 95.165326
(5A66.061) Total capitalized costs -Series 1995 bond issue 89,699.265 Series 1998 bond issue: Preliminary COSts Construction 1.596,209 538.686 Right-of..way Engineering Administration
564.654 32.134 Equipmenl 2.731.683 Financing costs 3.387,104 Tola! capitalized cost -Series 1998 bond issue 6.118,787 Total capilalized costs at December 3 L 1998 $ 133.836,191 See accompanying
independent audllors' repon. Schedule 1 Cumulative lotal rhrough December 31. 1998 ] 22,786.693 ,'1 223.235,083 63,780500 j 33.916.075 4.728.175 12.866,387 '1 361.312.913 d 53,035,584
414,348.497 'J 1.244,082 14.675,897 747516 3,919.228 133.019 52.272 20.772,014 238.720 21.0}O,734 7586.644 62.575.985 23.348.331 34.840,591 961.165 J 120.055 129.432.771 ) 12,179.951
:1 141,612.722 1,596.209 1 538,686 ",,1 564.6$4 : 1 32.134 ,j 2,731.683 3.387.104 '1l ,-J' 6.118,787 583,090,740 , 1 J U : 1 J 
..1 I Schedule Z NORTH TEXAS TOllWA\' AUTHORIT\' DALLAS NORTH TOLLWAY SYSTEM Miscdlaneous Revenue Bond lnfonnalion For the year ended December 31. 1998 Information on outstanding bonds
al December 31, 1998 is as folloy.s: Description of issue Bonds issued 10 dale Range of interest rates Maturities First year Last yeu Firs' call dale Series '89 Series '90 Series '93
Series '94 Series '95 Series '97 Series '97 A Series '98 S ]3;.695,000 133.070,000 140.135,000 26.800,000 446.-111.475 [29,270,000 129,005.000 100.660.000 6,00% -7.125% 6.00% -7.25%
3.25%-:5.125% 5.50% -6.75%, 5.00%-5j5% 5,00%-650% 4.00% -5.375% 􀀴􀀮􀁩􀁏􀀥􀀭􀀴􀀮􀀷􀀵􀁾􀁯􀀠 1995 1995 1995 1998 2006 [999 1998 2008 ]020 2020 2020 2023 1025 2015 ]023 2029 01'01/9S 01/01/99
01/01199 01;01/05 01iOI/06 OIIOIIOS OI/OI/OS S 􀀱􀀮􀀳􀁾􀀳􀁎􀀶􀀮􀀴􀀷􀀵􀀠 Changes in Bonded Indebtedness: Description of issue Bonds outstanding January I, I99S Bonds issued Interest accretion
Bonds matured or retired Bonds refunded or extinguished Bonds Outstanding December 31, 1998 Series 'S9 Series '90 Series '93 Series 􀀧􀀹􀁾􀀠 Series '95 Series '97 Series '97A Series
'98 S S ·UI&.OOO ·USO.OOO 137.005.000 ·1.215,000 450,505,S92 129,270,000 129.005,000 859.200,892 100.660.000 100.660,000 2.110,819 2,110.819 (4.310,000) (2.360.000) (1,1.20.000) (420.000)
(525.000) (8.735.000) (2,52.0.000) (10,015,000) (12..535.000) 12.5.870.000 3,805,000 452.616,71 I 12.9.2.70.000 128.480.000 100.660,000 940.701.711 Debt Sen--ice Requirements (including
interest): Description of issue 1999 2000 2001 Z002 2003 Z004 and beyond Total requirements Series '89 Series '90 Series '93 Series '94 Series '95 Series '97 Series '97A Series '98 S
S 86.940 3.2.83.551 675.215 11.732,169 8.699.468 11,643.876 1.402,683 47.523.902 6,141.023 6&4.850 2.1.732.169 8,700.563 11,644,076 􀁾􀀬 763.828 53.666.509 􀀶􀀮􀀱􀁾􀀱􀀬􀀰􀀲􀀳􀀠 686.530
2.1.732.,169 8,701.775 11.646,326 4.763.828 53.671.651 9.506.023 685.930 21.732..169 ::.354.575 7.929.816 􀁾􀀬􀀷􀀶􀀳􀀮􀀸􀀲􀀸􀀠 51.972.351 10,417.963 688,530 21,732.169 13.624.575 5.908.226
4.763.828 57.135.291 177.204.973 1.374.090 838.537.231 168,917.099 188.1 07 .009 193.770.096 1.567,910.498 86,940 212,694,556 􀁾􀀭􀀧􀀹􀀵􀀮􀀱􀀴􀀵􀀠 947,198.076 215,998,055 236,879.339
214.228,091 1.831.880,102 See accompanying independen! audi!ors report. j 
NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM , , I Bond Maturity Information For the Year ended December 31. 1998 Due __􀁾..anuary 1 1999 $ 2000 2001 2001 2003 2004 2005
2006 2007 :!OO8 2009 2010 2011 Series 1993 BondI> Principal Interest amount rate 4.00 4.2.5 4.30 3,365.000 440 4.425.000 ·UO 4.630.000 460 4.840.000 410 5.075.000 ·L80 5) 10,000 ·t9Q
5.575.000 5.00 5.850.000 5.00 6.150.000 5.13 6.460.000 4.75 Series. t 994 Bonds Principal Interest amOUDI rate445.000 5.70 480.000 5.90 510.000 6.00 540.000 6.00 575.000 610 6lO.000
6.20 645.000 6.30 $ Series J995 Bonds Principal Interest amount rate 2,515508 5.20 3.382.799 5.30 4,192.214 540 4.977.026 5.45 5.714,945 550 6.408.983 5.55 Series 1997 􀀭􀁾􀁐􀁲􀁩􀁮􀁣􀀧􀁩􀁰􀁡􀀭􀁉-amou
nt 􀀭􀀮􀀭􀀭􀁾􀁾􀀭 $ 1,155.000 j.215.oo0 1.;';80.000 6.270.000 6.650.000 6.780.000 7.485.000 7,975.000 8.490.000 9.850.000 10.4%.000 ll.020.000 , I 78.665.000 2012 2013 2014 6.710,000
7.085.000 7.425.000 72.%0.000 4.75 475 4.75 15.380.000 17.065.000 18.865.000 5.30 535 SAO Due JtIDU3ry I, 20I5 !I) 11.655.000 12.295.000 12,970,000 i ) . '. 2015 10.775.000 540 13.685.000
2015 DueJllouar\' I. 2026 (ll 7.775.000 5 GO 2016 8.170.000 5.00 ::1.800_000 5.00 􀁾􀀭􀀭􀀮􀀭􀀭􀀮􀀭􀀭 50.605.000 2017 8575.000 500 25.930,000 148.006.475 '525 .. , 26 .1 
Schedule 2-A Bonds Series 1997A Bonds Interest Principal interest rate amount rate 5.10 5.25 5.25 600 6.00 6.50 6.50 6_50 6.50 6_50 5.00 5.75 > 6.03 6.03 6.03 603 , I , 5.245.000 4.00
5,455.000 500 5.730.000 5.00 2.300,000 4.20 375,000 4.30 395,000 4.40 410,000 -450 1.115,000 460 1,165.000 4.60 1.220,000 4.70 1,280.000 ..1.80 1,340,000 500 1,405,000 500 1"80,000 5.10
1.550.000 5_10 1.630,000 5.13 1,715.000 5 13 16.240.000 538 17.110,000 5.00 67.160.000 Series 1998 Bonds Principal Interest amount rate Total 120.000 -125.000 760,000 1.130.000 4.10
4.20 4.30 4.50 6,845,000 7,150.000 7.520,000 6.205,000 J 1.645.000 12.285.000 12.675.000 16,190,508 17.832,799 19,597.214 22.382,026 24.459,945 26,423,983 78,665,000 \.495.000 1,900.000
2.335.000 4.60 450 ·t70 36.780.000 39.895,000 43.225.000 2.805.00u 4.75 111.940.000 7.775,000 3,320.000 -1_75 50.530,000 50.605,000 3.855,000 4.75 55,4 70,000 􀀨􀁃􀁯􀁮􀁴􀁩􀁮􀁵􀁾􀁤􀀩􀀠
i .I c7 
;-';ORTH TEXAS TOLLWAY AUTHORITY DALLAS i'/ORTH TOLLWAY SYSTEM Bond MatUtilY Information. Continued For the Year ended December 31. 1998 Series 1993 Bonds Suies 1994 Bonds Serres t995
Bonds Du, Principai interest Prmcipal interest Pnncipal interest January 1 amuunt __r_at_'__ 􀁾􀀭􀀭􀀬􀀮􀀺􀀺􀀺􀁭􀀻􀀻􀀻􀀮􀁯􀀺􀀮􀀻􀁵􀀺􀀮􀀻􀁮􀀺􀀮􀀻􀁴􀁟􀀠 rate amOQnt rate 2018 $ 9.005.000
') 00 $ $ 18.145.000 5.25 2019 9.450,000 5.00 30.490.000 2020 9.935.000 5.00 32.455.000 2021 35,590,000 525 2022-38.380,000 5.25 165.060.000 DQeJanuary 1, 2025 (1) 2023 -11.365.000 5.00·5.25
l 2024 44,390.000 500 j 2015 47590.000 5.00 1026 2027 i 2028 2039 I Pius imerest accretion (JJ :5 125.870.000 >.805.000 $ 45'::.616,711 .j 28 i 
Series 1997 Bonds Principal amount Interest rate Series 1997A Bonds Principal amount Interest rate Series 1998 Bonds Principal amount Interest rate Total s $ 17,975.000 5,00 $ ·U70.000
22.515.000 ·U5 $ 59.495.000 22,515,000 Due January I, 2,022 18,870,000 19.810,000 5,00 5,00 4.860.000 5.315.000 ·U5 4.75 63,670.000 67,515,000 Due January 1. 2025 (I) 1.480.000 L555,000
5,00 5.00 5.370.000 6,160.000 22,065,000 4_75 ·U5 42.440,000 46,095,000 187,125,000 Due Januar)" 1, 2,022 1.630.000 500 6.610.000 4.75 49,605,000 4.665.000 4,665,000 ., 7.075.000 7.535,000
8.005.000 8.480,000 8.950.000 9,425,000 56,080.000 475 4.75 475 4.75 4.75 475 51.465,000 55.125.000 8,005,000 8.480,000 8,950,000 9.425,000 56.080,000 $ 129.270.000 S 􀁾􀀢􀀻􀀱􀀻􀀻􀀻􀀲􀀻􀀻􀀻􀀸􀀧􀀬􀀻􀀻
􀀴􀀸􀀻􀀬􀀻􀀰􀀻􀀬􀀻􀀧􀀰􀀻􀀻􀀻􀀰􀀰􀀻􀀬􀀬􀀬􀀠 S 􀁾􀁾􀁉􀀰􀀻􀀻􀀻􀀰􀀻􀀬􀀻􀀮􀀶􀀻􀀻􀀻􀀶􀀰􀀻􀀻􀀬􀀻􀀻􀀰􀀰􀀻􀀻􀁏􀁾􀀠 $ 940.701.711 
[ NORTH TEXAS TOLLWA \' Al'THORlTY DALLAS NORTH TOLLWA \' 􀁓􀁙􀁓􀁔􀁅􀁾􀀱􀀠 Statement of Revenues and Expenses Fortne Year ended Deeemher 31, 1998 (with comparative totats for the year
ended December 31. 1997) 1998 Revenues: Toll revenues $ 57.253.744 Interest revenue 8,726.550 Toll!ag store revenue 5,]97,365 Other revenue 188,697 Gross revenues 71,366,356 Operating
expenses: Administration: General administration 1,507,633 Accounting 167,641 Data processing 140,842 Insurance 1,332,620 Vault 260,047 Audit 73.764 Safety and security 317,799 3,800,346
Operations: Toll collection 4,006,613 Engineering and maintenance 1.179,054 Utilities 405,487 Traffic control L139,929 Tolltag: store 1,805.869 8,536,952 Total operating expenses 12,337,298
Net revenues available for debt service 59.029,058 Nel increase (decrease) in the fair value of investments 1.165.390 Interest on bonded debe Bond interest. net of amount capitalized
16,799.552 Bond discount amortized 1,257,991 interest accretion 2.110.819 Amortization of deterred amount on refunding 1.442,041 21,610,403 Reservo;! Maintenance Fund expenses 886,901
Capital hnpro'icmem Fund expenses 1,498.400 2,385.301 Construction fund earnings. net oftransfers to the Bond Interest Account 4,982,748 Net revenues $ 4 Ll81.492 Schedule 3 , 1997 J
􀀭􀀮􀀭􀁾􀀭􀁾􀀮􀀭􀀭􀀭 53.758.516 8,146,1l5 4,251,278 152.641 66,308550 ] 963,740 165,277 ] 121,758 1,101,708 283,780 74,599 254,336 2,965,198 4,494.868 893,155 410,805 1,087,886 , 1,612,517
1 8.499.231 11,464,429 54,844,121 556,763 22.296,149 1,322,601 2,110,821 2,422,966 28,152,537 1.233,358 1,144.405 2,377.763 6,107,856 30,978.440 , t . I ,J See accompanying Independent
auditors' report. 􀁾􀀠1 30 ;J 
Schedule 4 NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Toll Revenue and Traffic Analysis For the year ended December 31, 1998 (with comparative totals for the year ended
December 31, 1997) 1998 1997 Toll Revenue Two-axle vehicles $ 54,909,950 52,902,366 Multi-axle vehicles 995,777 527,332 Revenue adjustments 1,348,017 328,818 Total $ 57,253,744 53,758,516
Vehicles (unaudited) Two-axle vehicles 125,539,848 121,942,091 Multi-axle vehicles 1,217,877 611,502 Nonrevenue vehicles 625,900 623,409 Total 127383,625 123,177,002 Toll Revenue -Average
Per Day Two-axle vehicles $ 150,438 144,938 Multi-axle vehicles 2,728 1,445 Revenue adjustments 3,693 901 Average $ 156,859 147,284 Vehicles -Average Per Day (unaudited) Two-axle vehicles
343,945 334,088 Mu lti-axle vehicles 3,337 1,675 Nonrevenue vehicles 1.715 1,708 Average 348,997 337,471 See accompanying independent auditors' report, 31 
i J i I 
Schedule 5 NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Toll Revenue and Traffic by Class of Vehicle Forthe year ended December 31,1998 (with comparative totals for the
year ended December 31, 1997) Class of Vehicle Two-axle vehicles Three-axle vehicles and combinations Four-axle vehicles and combinations Five-axle vehicles and combinations Special
vehicles Toll revenue Toll revenue variance Nonrevenue vehicles Toll revenue and traffic Class of Vehicle Two-axle vehicles Three-a.xle vehicles and combinations Four-axle vehicles and
combinations five-axle vehicles and com binations Special vehicles Toll revenue Toll revenue variance Nonrevenue vehicles Toll revenue and traffic See accompanying independent auditors'
report. Revenue 1998 Vehicles (UnaUdited) $ 54.909,950 125,539,848 558,635 259,732 156,346 21,064 995,777 756,600 291,111 149,299 20,867 1,217,877 $ 55,905,727 1,348,017 57,253,744 126,757,725
625,900 127,383,625 Revenue 1997 Vehicles (Unaudited) $ 52,902,366 121,942,091 234,209 147,774 147,774 142,503 2,846 323.188 160,270 125,519 527,332 53,429,698 328,818 122553,593 $ 53,758.516

I ] .] NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Cash Receipts and Disbursements Year ended December 3 1, 1998 "1 . j Total Construction (memorandum and Revenue only)
property fund fund Balance ofcash December 31. 1997 $ 8,169.823 325.206 1,586,720 Receipts: :1 Sale of J998 Bond Series 100,660,000 100,660,000 Toll revenues 56.328.759 56,328,759 Matured
investments 978,481,720 563,415,763 66,764,695 J Earnings received from investments 35,375,996 27,545,779 260,259 Gain/loss from sale of investments Prepaid customers' accounts 33,906.869
33,906,869 T oHtag depos its 175,739 175,739 Damage claims coliected 90,518 Public telephones 599 599 Reimbursable receipts 59,719 54,899 Rental ree 28,982 28,982 Lane violation fee
Miscellaneous revenue 185,960 140,450 􀁾􀁩􀁳􀁣􀁥􀁂􀁡􀁮􀁥􀁯􀁵􀁳􀀠revenue -store rag 4,488,663 4,488,663 ISTEA loan -10,000.000 40,000,000 1,249,783,524 731,676,441 162,095,015 Disbursements:
Transferto escrow agem 1989 and 1990 revenue bonds (14.610,327) (16,205,346) Bond discount on 1997 and 1997 A revenue bonds (3,343.592) (3,343,592) Interest on bonded debt (39,278,621
) Damage claims (12,856) (36,993) Interim investments (1.044,714,103) (601.612,180) (68,144,723) Operating expenses (I J,I 14,704) 1 Reserve maintenance fund expenses (730,283) Capital
improvement fund expenses (856.937) Capitalized costs (83,400,341 ) (80,195,180) Revenue bonds retired (8,735.000) Equipment (net of trade· in) (616.250) Reimbursable costs (62,144)
(1.207,475,158) (70 J,393,291) (68,144,723) '. I J 33 
Schedule 6 Operation and maintenance fund 2570,397 2,389,171 106.249 90,518 4,820 45,540 2,636,298 (12,856) (2,133,212) (11,114,704) (14.650) (13,275.4221 Reserve maintenance fund 17,742,712
402,216 18,144,928 (16,983,283 ) (730,283) (16,332) (616,250) (10,501) ( 18.356,649) Capital improvement fund 3,687,500 193,234,018 3,666,511 196,900,529 (220,715,947) (856,937) (3,188,629)
(224,76L513) Debt Service Funds Bond interest Reserve Redemption account account account 72,035,198 23,427,200 39,472,963 471,930 2,636.759 286,293 72.507,128 26,063,959 39,759,256 l.532,677
62.342 (39,278,621 ) (72,180,467) (23,468,766 ) (39,475,525) (8,735,000) (109.926.411) (23.468.766) (48J48.183) 34 i 
NORTH TEXAS TOLLWAY AUTHORITY 1 DALLAS NORTH TOLLWAY SYSTEM Cash Receipts and Disbursements, Continued Year ended December 31, 1998 Total (memorandum only) 1nterfund and interproject
transactions: Distribution from Revenue Fund Transfer of capitalized interest Transfer of excess monies 1,199,552 Trarsfer of deferred revenue (32,383,740) Otber interfund transactions
-net (12,810,836) North Texas Tollway Authority Feasibility Study fund -net (1,747,451) Mountain Creek Lake Bridge -net 104,485 Dallas-Fon Wonh Turnpike Transition Trust Fund net 41,258
(44.996,732) Receipts over (under) disbursements and IDterfund and interproject transactions for the year ended December 31, 1998 2,688,366 Construction and property fund (22,607,88&)
5,029,429 (10.760.259) ( 1.748.948) (260) (30,087,92b) 195.224 Balance of cash December 31. 1998 $ 5A81.457 520,430 See accompanying independem auditors' report. , 1 Revenue ' I fund
(70,234,700) 8.681,275 (32,383,740) , .. ' 36,213 (93,900,952) 49,340 1,636,060 .I 35 I J 
Operation and Reserve Capital Debt Service Funds maintenance maintenance improvement Bond interest Reserve Redemption fund fund fund account account account 11.515,072 1,493.100 34,816,667
11.901,369 10508,492 22,607.888 (6.542,710) (1,576,877) (3,791,565) 9,452,736 (232,635 ) (1,281.179) (10,643,183 ) (1,018,316) 1,672,000 1,497 68.532 4 I.258 11393,724 211.921 37.419.283
(2,595,193) 8,388,927 754,570 3.324.967 36 
Schedule 7 NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Toll Schedule Ycar ended December 3 L 1998 Two-axle Three-axle Four-axle Five-axte Six or mote passenger vehicles
and vehicles and vehicles and axle vehicles ] cars vehicle vehide vehicle and special and trucks combinations combinations combinations permits Dallas North Tollway: ] Barrier No, l
S 0.50 0.80 1.00 1.20 140 Mockmgbird 0.40 0.60 0.80 1.00 1.20 Nonhwcst High\'I.'ay 030 0.50 0.70 0.90 1.10 Royal Lan.: 0.25 0.40 0.50 0.60 0.70 Spring Valley 0,25 0.40 050 0.60 0.70
Bell Line 0.30 0.50 0.70 0.90 1.10 Barrier No. :: 0.50 0.80 1.00 1.20 140 Keller Springs 0.25 0.40 0.50 0.60 0.70 Frankford 0.25 0.40 0.50 0.60 0.70 FM 544 0.2:5 0040 0.50 0.60 0.70
Barrier No. 3 0.50 0.80 1.00 1.20 1.40 Parker Rd. 0.25 0.40 0.50 0.60 070 Spring Crl!l.:k 0.2:'\ OAO 0.50 0.60 0.70 Addison Airponl oIl Tunnel: 0.50 0.50 050 0.50 0.50 Barrier No.5 J
, President George Bush Turnpike· West of Custer Rd, 0.25 0.50 0.75 1.00 1.25 ,1 West of [ndependent:e ,J Parkway 0.25 0.50 0.75 1.00 1.25 Barrier No.7 0.50 1.00 1.50 2.00 2.50 Preslon
Road 0.25 0.50 0.75 1.00 1.25 [asl of Blackbum Rd. 025 0.50 0.75 1.00 1.25 Shiloh Road 0.15 0.50 0.75 1.00 1.25 BarrkrNo.6 0.50 1.00 1.50 2.00 2.50 East of Renner Road 0.25 0.50 0.75
1.00 1.25 East of Jupiter Road 0.25 0.50 0.75 1.00 1.25 Marsh Lane 0.15 0.50 0.75 1.00 1.:25 Barrier No. & 0.50 1.00 1.50 2.00 1.50 Kelty Boulevard 0.25 0.50 0.75 1.00 1.25 ;] Josq Lane
0.25 0.50 0.75 1.00 1.25 Belt Line Road 050 1.00 1.50 2.00 2.50 Barrier No.9 0.50 1.00 1.50 2.00 2.50 The toll schedule for the Systemi5 set forth above. The Authority bas not increased the tol! rateS on the Dallas Nonh T olh-vay . , System since 1982. 1 ,.J See accompany!r.!; independent auditor::>' report. 'J 37

Schedule 8 NORTH TEXAS TOLLWAY AUTHORITY DALLAS NORTH TOLLWAY SYSTEM Year ended December 31, 1998 Historical Traffic and Toll Revenue The table below sets forth lhe annual revenue vehicle
transaclions and gross toll revenue with respect to the Dallas Nonh Tollway System for the ten calendar years 1989 through 1998: Annual revenue vehicle Year transactions Annual toll
(Una udited) revenue 1989 (2) 60,934,081 $ 27,028,284 1990 67,281,576 29,754,559 1991 69,797,550 30,739,282 1992 73,810,118 32,382,169 1993 78,201,173 34,248,187 1994 (3) 88,534,528
38,627,799 1995 106,222,806 46,036,092 1996 117,051,337 50,793,546 1997 123,177,002 53,758,516 1998 127,383,625 57,253,744 2) Reflects the opening of the Keller Springs ramp plaza in
May 1989. 3) Reflects the opening ofDNT Extension Phase 2 in September 1994. Historical Net Revenues The table set fonh below shows the Net Revenues for debt service of the Dallas Nonh
Tollway System for the ten calendar years 1989 through 1998: Current Investment and Toll revenue expenses other ea rDings Net revenues 1989 $ 27,028,284 6,343,415 6,969,654 27,654,523
1990 29.754,559 7,389,016 4,942,946 27,308,489 1991 30,739,282 7,289,657 4,593,950 28,043,575 1992 32,382,169 7,475,298 4,382,828 29,289,699 1993 34,248,187 7,758,058 4,251,440 30,741,569
1994 38,627,799 9,269,854 6,660,762 (I) 36,018,707 1995 46,036,092 10,923,301 9,055,623 (2) 44,168,414 1996 50,793,546 11,307,470 11,173,704 (3) 50,659,780 1997 53,758,516 11,464.429
12,550,034 (4) 54,844,121 1998 57,253,744 12,337,298 14,112,612 59,029,058 (I) Reflects the impact of the issuance of the Series 1993 Bonds. (2) Reflects the impact of the issuance of
the Series 1994 Bonds. (3) Reflects the impact of the issuance of the Series 1995 Bonds. (4) Reflects the impact of the issuance of the Series 1997 and 1997 A bonds. See accompanying
independent auditors' report. 38 
'1 , , , i , i I I .1 '1 : 1 ,1 1 ! j I . i 
NORTH TEXAS TOLL WA Y AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Financial Statements and Supplementary Data December 31, 1998 (With Independent Auditors' Report Thereon) 
] J ] J 􀁾􀁝􀀺􀀠 " J :1 1 d ., J '1• ,j . ] J 1) . LJ :. U 
200 Crescent Court Suite 300 Dallas. TX 75201-1885 Independent Auditors' Report Board of Directors North Texas Tollway Authority: We have audited the special-purpose statement of assets
and liabilities of the North Texas Tollway Authority (the Authority) Mountain Creek Lake Bridge (Bridge), as of December 31, 1998 and the related specialpurpose statements of revenues
and expenses and changes in retained earnings for the year then ended. These financial statements are the responsibility of the Authority's management. Our responsibility is to express
an opinion on these financial statements based on our audit. We conducted our audit in accordance with generally accepted auditing standards. Those standards require that we plan and
perform the audit to obtain reasonable assurance about whether the financial statements are free of material misstatement. An audit includes examining, on a test basis, evidence supporting
the amounts and disclosures in the financial statements. An audit also includes assessing the accounting principles used and significant estimates made by management, as well as evaluating
the overall financial statement presentation. We believe that our audit provides a reasonable basis for our opinion. The accompanying special-purpose financial statements were prepared
for the purposes of complying with the provisions of the Trust Agreement for the Mountain Creek Lake Bridge revenue bonds, as interpreted by the Authority and described in note I and
are not intended to be a presentation in conformity with generally accepted accounting principles. In our opinion, the special-purpose financial statements referred to above present
fairly, in all material respects, the assets and liabilities of the North Texas Tollway Authority Mountain Creek Lake Bridge as of December 31, 1998, and its revenues and expenses and
changes in its retained earnings for the year then ended, on the basis of accounting described in note 1. II KPl-M,l LlP. KPMG "u;1I us llffilled l"'b,i,ty 􀁰􀁾􀁲􀁜􀀢􀀧􀁣􀁲􀀤􀁨􀁬􀁰􀀬􀀠's
i1 􀁾􀁭􀁨􀁨􀁥􀀧􀀠o! KPMG 􀀢􀀧􀁬􀁥􀁲􀁮􀁾􀁵􀁯􀁮􀁾􀁜􀀠a 􀀵􀁗􀀱􀁾􀁓􀀠aSOOCWllQn 
I 1 
As described in note 2 to the special-purpose financial statements, the North Texas Tollway Authority Mountain Creek Lake Bridge System adopted the provisions of Government Accounting
Standards Board Statement No. 31, "Accolll1ling alld Financial Reporting for Certain Investors and For External Investment Pools," in 1998. The year 2000 supplementary information on
page 18 is not a required part of the special-purpose financial statements, but is supplementary information required by the Governmental Accounting Standards Board, and we did not audit
and do not express an opinion on such information. Further, we were unable to apply to the information certain procedures prescribed by professional standards because of the nature of
the subject matter underlying the disclosure requirements and because sufficiently specific criteria regarding the matters to be disclosed have not been established. In addition, we
do not provide assurance that the Authority is or will become year 2000 compliant, that the Authority's year 2000 remediation efforts will be successful in whole or in part, or that
parties with which the Authority does business are or will become year 2000 compliant Our audit for the year ended December 31, 1998 was made for the purpose of forming an opinion on
the basic financial statements taken as a whole. The supplementary information included in Schedules I through 5 for the year ended December 31, 1998 is presented for purpcses of additional
analysis and is not a required part of the basic financial statements. Such information, except for that pcrtion marked unaudited on which we express no opinion, has been subjected to
the auditing procedures applied in the audit of the basic financial statements and, in our opinion, is fairly stated in all material respects, in relation to the basic financial statements
taken as a whole. We have also previously audited, in accordance with the basis of accounting practices set forth in the provisions of the Trust Agreement for the Mountain Creek Lake
Bridge revenue revenue bonds, as interpreted by the Authority, the balance sheet of the North Texas Tollway Authority Mountain Creek Lake Bridge as of December 31, 1997 and the related
statements of revenues and expenses and changes in retained earnings for the year then ended (none of which is presented herein), and we expressed an unqualified opinion on those financial
statements, on the basis of accounting described above. The supplementary information included in Schedules I through 5 related to the North Texas Tollway Authority Mountain Creek Lake
Bridge's 1997 financial statements was subjected to auditing procedures applied in the audit of those basic financial statements and, in our opinion, is fairly stated in all material
respects in relation to the basic financial statements from which it has been derived. This report is intended solely for the information and use of the Board of Directors, management
of the Authority and trustees of the bonds and is not intended to be and should not be llsed by anyone other than these specified parties. March 19,1999 2 
1 j ] NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE "] Statement of Assets and Liabilities December 31, 1998 J Construction and Revenue ] Assets Total property fu nd fund
Cash (note 2) $ 224,259 16,181 ] Investments (note 2) 2,410,520 Accrued earnings receivable on investments 9,040 481 Imerfund receivables 16,666 Accounts receivable 3,182 4 Prepa id
expenses 6,322 lnventory and supplies, at average cost 2,059 Capitalized cost ofMo"n,ain Creek Lake Bridge (note 3) 8,663,930 8,663,930 . 1 $ 11,335.978 &,663,930 16,666 j Liabilities
Vouchers payable $ &,976 1 Acccunts payable 1,108 Interfund payables 16,666 16,666 Accrued interest payable on bonded debt 106,256 } Accrued vacation 9,441 Recurring accrued Jiabilities
26,409 Accrued liabilities (notes 6 and 7) 16,070 Deferred income from damage claims 40 Moumain Creek Lake Bridge Revenue Bonds payable (note 4) 3.045,000 3,045,000 3,229,966 3,045,000
16,666 1 Retained Earnings Retained earnings 8.106,012 5,618,930 .J Commitments and contingencies (notes 5, 7, 8 and 9) $ 11.335.978 8,663,930 16.666 See accompanying notes to financial
statements. U 3 J 
Exbibit A Operation and maintenance fund 200,027 3,178 6,322 2,059 211,586 8,976 1,108 51,960 62,044 149,542 21L586 Reserve maintenance fund 5,197 313,166 1,186 319,549 319,549 319,549
Special reserve fund 2,854 932,348 2,433 16,666 954.301 954,301 Bond interest account 106,256 410 106,256 106,256 410 106,666 Debt Service Funds Reserve Redemption account account 633.750
425,000 2,871 1,659 636,621 636.621 426,659 636,621 426,659 4 
'j j I '1 . 1 j 1 1 ; l 1 , J ..,I . !J 􀀧􀀮􀁾􀀮􀀠J 
Exhibit B NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Statement of Revenues and Expenses Year ended Decem ber 3 I, 1998 Revenues: Toll revenues Interest revenue Other $
1,556,187 97,517 199 Gross revenues 1,653,903 Operating expenses: Administration: General administration Accounting Data processing Insurance Vault Safety and security Audit 69,658 7,331
5,181 72,295 8,981 33,874 5,721 203,041 Operations: Toll collection Engineering and maintenance Utilities 226,314 45,203 18,858 290,375 Total operating expenses 493,416 Net operating
revenues 1,160,487 Reserve Maintenance Fund expenses Special Reserve Fund expenses 10,471 269 Net revenues available for debt service (note 4) 1,149,747 Bond interest expense Net revenues
$ 212,513 937,234 i .c See accompanying notes to financial statements. 5 
] NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Statement of Changes in Retained Earnings ] Year ended December 31, 1998 1 Construction and Revenue :1 Assets Total property
fund fund Retained earnings at December 31, 1997 $ 7,168,778 􀀳􀁾􀀱􀀸􀀳􀀮􀀷􀀳􀀰􀀠 J Gross revenues 1,653,903 [,559,768 Operating expenses (493,416) Reserve Maintenance Fund expenses
(10,471) ] Special Reserve Fund expenses (269) Bond interest expense (212513) Net revenues 937,234 1,559,768 ] Interfund transactions: Revenue Bonds retired 2,435,000 ] Distribution
from Revenue Fund (1,766,434) Transfer ofexcess money 206,675 Transfer from Special Reserve Fund Equipment purchase net oftrade-in 200 J Net changes during the year ended December 31,
1998 937,234 2.435,200 ] Retained earnings at December 31, 1998 S 8,106,012 5,618,930 See accompanying notes to fmandal statements. ] ] J 6 :J 
Exhibit C Operation and maintenance fund Resen'e maintenance fund Special resen'e fund Bond interest account Debt Service Funds Reserve account Redemption account 42,838 268.788 445,679
855 781,047 2,445.841 (493,416) (493,416) 12,832 (10,471) 2.361 25,862 (269) 25,593 5,193 (212,513) (207,320) 39,745 39,745 10,503 10,503 600.120 48,600 483,029 209,694 (2,819) (184.171)
(2,435,000) 425,000 (19,685) (200) 106,704 50.761 508,622 (445) (144,426) (2,019,182) 149,542 319.549 954,301 410 636,621 426.659 
'j : J 􀁾􀁝􀀠 :J OJ · 1 · I · 1 · j 1 . · 1 I · ,I 
NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Notes to Financial Statements December31, 1998 (1) Organization and Summary of Significant Accounting Policies (a) Organization
In)une 1997, the Texas Legislature approved a bill to create the North Texas Tollway Authority, a regional tollway authority under Chapter 366, Transportation Code, Effective September
I, 1997, the North Texas Tollway Authority (the Authority) became the successor agency to the Texas Turnpike Authority and succeeded to all assets, rights, liabilities and other property
of the Texas Turnpike Authority located in Collin, Dallas, Denton, or Tarrant County, The Authority also assumed and became liable for all duties and obligations related to the Texas
Turnpike Authority at that time, The Authority is a political subdivision of the State of Texas, authorized and empowered by the Regional Tollway Authority Act (Act) to construct, maintain,
repair and operate turnpike and other projects at such locations within Collin, Dallas, Denton or Tarrant Counties, as may be determined by the Authority, The Authority is further authorized
to issue revenue bonds, payable solely from tolls and other revenue of the Authority, for the purpose of paying all or any part of the cos! of a project, Under the proviSions of the
Act, these revenue bonds shall not be deemed to constitute a debt or pledge of the faith and credit of the State of Texas or of any other political subdivision thereof. (b) Accounting
Policies The accounts of Mountain Creek Lake Bridge are maintained in accordance with the practices set forth in the provisions of the Trust Agreement for the Mountain Creek Lake Bridge
(Bridge) revenue bonds, as interpreted by the Authority, These practices are similar to generally accepted accounting principles for an enterprise fund on an accrual basis except that
depreciation and amortization of the Bridge and related acquisition and revenue bond issuance costs are not included as an operating expense or otherwise provided and interest accrued
for one year after official completion is capitalized as allowed by the Trust Agreement and bond resolution rather than being reflected as an expense, Otherwise, revenues are recognized
when they are earned, expenses are recognized in the period in which they are incurred, and all assets and liabilities associated with the operation of the Bridge are included in the
balance sheet in accordance with the Trust Agreement as described above. The capitalized cost of the Bridge is stated at cost which includes interest paid prior to, during and one year
subsequent to completion of construction, less income earned from investment of construction funds, in accordance with the terms of the Trust Agreement, The various funds and accounts
which are required by the Trust Agreement are grouped as follows in the financial statements: 8 ( Continued) 
NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE . 1 i Notes to Financial Statements December 31,1998 • Construction and Property Fund -The Construction and Property Fund was
created to account for that portion of the proceeds from the sale of the Mountain Creek Lake Bridge Revenue Bonds which are required to be deposited with the trustee in order to pay
all costs of construction. There also may be deposited in the Construction and Property Fund any monies received from any other source for paying the cost of the Bridge, or for paying
the ] cost of improving, extending, or enlarging the Bridge. • Revenue Fund -The Revenue Fund was created to account for all revenues (all tolls, other revenues and income) arising or
derived by the Authority from the operation and ownership of the Bridge. All revenues of this fund are distributed to other funds in accordance with the Trust Agreement. Operation and
Maintenance Fund -The Operation and Maintenance Fund was created to account for the payment of current operating expenses ofthe Bridge. Reserve Maintenance Fund -The Reserve Maintenance
Fund was created to account for those expenses of maintaining the Bridge which do not recur on an annual or shorter basis. Based on the Trust Agreement, such items include repairs, painting,
renewals and replacements necessary for safe or efficient operation of the Bridge or to prevent loss of revenues, for engineering expenses relating to the functions of the Authority
and for equipment, maintenance expenses and operating expenses not occurring at annual or shorter j periods. Special Reserve Fund -The Special Reserve Fund was created to account for
the cost of repairs, enlargements, resurfacing, additions, renewals, improvements, reconstruction and ,l replacements, capital expenditures, engineering and other expenses relating to
the functions of the Authority in connection with the Bridge, and for any other purpose relating to any other function of the Authority now or hereafter as authorized by law. In addition,
the Special Reserve Fund may account for the payment of principal, interest and premium on subordinate lien bonds, notes or other obligations ofthe Authority and the purchase, payment
or redemption prior to maturity of bonds issued pursuant to the Trust Agreement Bond Interest Account -The Bond Interest Account was created to account for the payment of the semiannual
interest requirements ofthe revenue bonds. Reserve Account -The Reserve Account was created for the purpose of paying interest on the bonds whenever and to the extent that the monies
held for the credit of the Bond Interest Account and the Redemption Account shall be insufficient for such purposes. 9 (Continued) 
I NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Notes to Financial Statements December 31,1998 • Redemption Account -The Redemption Account was created to provide for the
retirement of principal on Mountain Creek Lake Bridge Revenue Bonds. The Bridge is a turnpike project of the Authority. The Authority also operates the Dallas North Tollway System, which
is a separate turnpike project, and for which separate individual financial statements are prepared in accordance with the trust agreement. In addition, separate financial statements
are prepared to present the accounts of the Dallas-Fort Worth Turnpike Transition Trust Fund, the Feasibility Study Fund and the Equipment Account. As a political subdivision of the
State of Texas, the income of the Authority is not subject to federal or state income tax under the Internal Revenue Code Section I 15. The preparation offinancial statements requires
management to mah estimates and assumptions that affect certain reported amounts and disclosures. Accordingly, actual results could differ from those estimates. (2) Cash and Investments
The Authority may purchase investments as authorized by the Trust Agreement and as further authorized by the revised investment policy and strategy approved by the Board of Directors
in December 1998. These investments include but are not limited to obligations of the United States or its agencies and instrumentalities; direct obligations of the State of Texas or
its agencies and instrumentalities; collateralized mortgage obligations directly issued by a federal agency or instrumentality of the United States, the underlying security for which
is guaranteed by an agency or instrumentality of the United States; other obligations, the principal of and interest of which are unconditionally guaranteed or insured by, or backed
by the full faith and credit of, the State ofTexas or the United States or their respective agencies and instrumentalities; obligations of states, agencies, counties, cities, and other
political subdivisions of of any state rated as to investment quality by a nationally recognized investment rating firm not less than A or its equivalent; certificates of deposit issued
by a state or national bank; fully collateralized repurchase agreements; commercial paper with a stated maturity of 270 days or fewer from the date of its issuance; and no load money
market mutual funds which have a dollar-weighted average stated maturity of 90 days or fewer and includes in its investment objectives the maintenance ofa stable net asset value ofSl
for each share. The A uthority does not invest in financial instruments other than those authorized by the investment policy, and does not invest in any state or local government investment
pools. 10 (Continued) 
] :1 ::.1 NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE ] Notes to Financial Statements December 31,1998 ] 1 The Authority adopted Statement of Governmental Accounting Standards
(GASB) No. 31, "Accounting and Financial Reporting for Certain Investments and External Investment Pools," during 1998, Statement No. 31 establishes accounting and financial reporting
standards for all investments ] held by governmental entities, This statement generally requires all equity securities and debt instruments with readily determinable market values to
be carried at fair value, with changes in fair value reflected in the statement of revenues and expenses. J (a) Deposits ofCash in Bank ] The carrying amount of $205,259 for cash in
bank is presented below. The bank balance of the Authority has been classified according to the following risk categories: Category 1 -insured or collateralized with securities held
by the governmental entity or by its agent in the name of the governmental entity • Category 2 -collateralized with securities held by the pledging financial institution's trust department
Or agent in the governmental entity's name • Category 3 -uncollateralized (which would include any deposits collateralized with securities held by the pledging financial institutions,
or by its trust department or agent but not in the governmental entity's narne). Bank Carrying Category I Category 2 Category 3 balance amount 'J $ 94,168 94,168 205,259 Reconciling
items comprised of deposits in transit, outstanding payments and bank errors are :1 present which cause the difference between the bank balance and the carrying amount. The carrying
amount does not include the toll attendants' change fund and petty cash of approximately $19,000. J J I (Continued) J 
I -; l I ' ) NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Notes to Financial Statements December 31, 1998 (b) Investments Both the carrying amount and fair value of investments
as of December 31, 1998 are shown below. Carrying Fair amount value Uncategorized investments· money market funds $ 2,410,520 2,410,520 In accordance with Governmental Accounting Standards
Board (GASB) Statement Number 3, Deposits with Financial Institutions, Investments (including Repurchase Agreements), and Reverse Repurchase Agreements, amounts invested in money market
funds are not categ')rized because they are not evidenced by securities that exist in physical or book entry form. (3) Construction and Property Included in the capitalized costs of
the Construction and Property Fund, in accordance with the Trust Agreement, are costs incurred in connection with the offering, sale and issuance of bonds for construction purposes;
discount on the sale of bonds; bond interest expense, net of investment income earned from investment of funds; the cost of certain real estate for right-of-way requirements; and administrative
and legal expenses incurred during the construction period. (4) Revenue Bonds To provide for the construction of the Mountain Creek Lake Bridge, the Authority authorized and issued $9,200,000
principal amount of Mountain Creek Lake Bridge Revenue Bonds dated June I, 1977 ofwhich $4,580,000 were Serial Bonds which bear interest at rates ranging from 6.30% to 7.50% and $4,620,000
were Tenn Bonds which bear interest at a rate of7.00%. Under the terms of the Trust Agreement, redemption of the $4,580,000 Serial Bonds began on January I, 1981 in amounts as set forth
in the Trust Agreement. The $4,620,000 of Term Bonds are subject to mandatory sinking fund redemption at their principal amount, in part, on January I, 2000 and on January 1 of each
year thereafter in amounts as set forth in the Trust Agreement. The bonds may also be redeemed priorto maturity at the option of the Authority at the redemption prices set forth in the
Trust Agreement The first call date of the revenue bonds was January I, 1987. 12 (Continued) 
'1 . 1 NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Notes to Financial Statements December 31,1998 Scheduled maturities and sinking fund requirements on the serial and term
bonds payable subsequent to December 31,1998 are as follows: 1999 $ 637,513 2000 633,400 2001 631,900 2002 633,300 2003 632,250 Thereafter 564,943 3,733,306 Less applicable interest
(688,306) Principal due $ 3,045,000 The Authority exercised its option to redeem $2,000,000 in aggregate principal amount ofthe Revenue Bonds on January 1, 1998, at a redemption price
equal to the principal amount of the Bonds called for redemption and accrued interest thereon to the date of redemption plus a redemption premium equal to 2% of the principal amount
of the Bonds to be redeemed, Accordingly, the Authority transferred $2,040,000 from the Mountain Creek Lake Bridge Special Reserve Fund to the Redemption Account to be used to pay the
principal amount of the Bonds to be redeemed and the redemption premium thereon on the redemption date. Accrued interest on the Bonds to be redeemed which is payable on the redemption
date was paid from the Bond Interest Account Pursuant to the Trust Agreement, the Authority covenants that it will at all times keep in effect a plan for toll collecting facilities and
a schedule of rates of tolls which will produce each year an amount of "Net Revenues of the Bridge" (net revenues), as defined in the Trust Agreement, at least equal to 1.2 times the
scheduled debt service requirements for each fiscal year plus any additional amounts required to fund the deficiencies, if any, between such net revenues and the scheduled debt service
req uirements for the previous fiscal years to make up for any deficiencies. Scheduled debt service for December 31, 1998 is equal to bond interest expense for the calendar year and
the principal amount due on January J, 1999 of $425,000. At December 31, 1998, net revenues were 1,66 times scheduled debt service. , J , ,1 J 13 (Continued) 
I NORTH TEXAS TOLLWAY AUTHORITY MOliNTAIN CREEK LAKE BRIDGE Notes to Financial Statements December 31,1998 (5) Employees' Retirement Plan As discussed in note I, effective September
1, 1997, the North Texas Tollway Authority (the Authority), a regional tollway authority under Chapter 366, Transportation Code, became the successor agency to the Texas Turnpike Authority.
[n connection with this transition, the employees of the Authority changed from being participants in the plans administered by the Employees Retirement Systems of Texas (System), which
are considered single employer defined benefit pension plans, to being participants in the Texas County and District Retirement System (TCDRS) which is a non-profit public trust fund
that provides pension, disability and death benefits to eligible employees of the counties and districts that participate in TCDRS. Infonnation related to the TCDRS and the Authority's
401(k) plan and its refrain from participation in social security is included herein. Texas County and District Retirement System The Texas County and District Retirement System was
established by legislative act in 1967. Individuals are required to become a TCDRS member at the time of their employment regardless of their age, unless the individual is ineligible
for one of the reasons specified by the System (Le. parttime, temporary employee, etc,). The percentage of salary that both the individual and employer contribute toward retirement is
detennined by the governing body of the political subdivision. The employee and employer contribution rate established by the Authority was 6% and 7.45%, respectively, at December I,
1998. Once an individual reaches vested status, he or she may end employment with a TCDRS subdivision and retain their right to future benefits as long as the individual does not die
or withdraw personal contributions. Once a vested employee has satisfied both the service and age requirements for retirement, he or she is considered retirement eligible. Employees
are eligible to receive lifetime monthly pension payments following the tennination of their employment if the individual has 12 or more years of service credit at age 60 or older or
the individual has 30 or more years of service credit at any age. An individual is also eligible to receive lifetime monthly pension payments after their termination of employment if
their political subdivision has authorized, and the individual has satisfied 10 years of " , service credit at age 60 or older or 8 years of service credit at age 60 or older or the
individual's combined age and total service is 80 or more or the individual's combined age and total service is 75 or more. If an individual is eligible for service or disability retirement
pension payments, the amount of the lifetime monthly pension to be received after retirement is detennined by dividing the total dollars of accumulated retirement credit earned at retirement
by the appropriate annuity purchase rate used to convertdollars of retirement credit to a lifetime monthly pension payment. 14 (Continued) 
] NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Notes to Financial Statements ] December 31, 1998 J '1 If an individual has at least eight years of service credit and becomes
disabled for any reason, the j individual may be approved for disability retirement benefits if the TCDRS Medical Board finds that the individual is mentally or physically incapacitated
for any gainful occupation and the incapacity is considered to be permanent. ] Total pension expense allocated to the Bridge by the Authority for the year ended December 31, 1998, was
approximately $17,489 based on a covered payroll of approximately $234,762. The actuarily J determined contribution was paid by the Authority. 401(k} Plan ] As a state agency of the
State of Texas, the Texas Turnpike Authority was a participating employer in the State of Texas Texa$aver 401(k) Profit Sharing Plan sponsored by the Employees Retirement ,J System of
Texas (System). The Texas Turnpike Authority, as a state agency, was permitted to participate in the the System's retirement system under Section 812.003 of the Texas Government Code.
] Because the Regional Tollway Authority Act established the Authority as a political subdivision of the State of Texas instead of a state agency, it is no longer eligible to participate
in the Texa$aver 401(k) Plan maintained by the System. As a successor of the Texas Turnpike Authority, however, the ] Authority is eligible under current IRS rules and regulations to
adopt the North Texas Tollway Authority 401(k) Plan as a successor qualified cash or deferred arrangement to the Texa$aver 401(k) Plan. J Prior to 1986, the Internal Revenue Code (IRC)
of 1986 permitted state or local governments and taxexempt organizations to maintain a qualified cash or deferred arrangement. The Tax Reform Act (TRA) of 1986 amended lRC to provide
that a cash or deferred arrangement shall not be treated as a "qualified cash or deferred arrangement" if it is part of a retirement plan maintained by a Governmental Unit. However,
TRA 1986 provides specific exception for cash or deferred J arrangements adopted by a Governmental Unit prior to 1986 ("Grandfather Employer"). The Authority, a government entity, is
eligible to adopt the 401(k) Plan because it is a successor entity, to the Texas Turnpike Authority, a Grandfathered Employer, and is adopting a cash or deferred arrangement substantially
similar to the Texas Turnpike Authority's cash or deferred arrangement. Effective September I, 1997, each Authority employee became eligible to participate in the North <} Texas Tollway
Authority 401(k) plan. The plan requires that each employee be required to make a mandatory employee contribution, deposited by the Authority towards the cost of the 401(k) plan, in
an amount equal to (i) 6.2% of wages up to the Social Security Wage Base, for the period between September 1,1997 and October S, 1997 and (ii) 4% of wages up to the Social Security Wage
Base, for the period between October 6,1997 and January 11, 1998. All mandatory employee contributions to IS (Continued) 1 
NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Notes to Financial Statements December 31, 1998 the 40 I (k) plan for payroll periods following September I, 1997 shall be made
on a pre-tax basis, provided they are SUbject to the Hospital Insurance portion of the Federal Insurance Contributions Act and the Federal Unemployment Tax Act and the withholding of
those Acts. Employee contributions and plan earnings are vested at all times and a terminating employee shall be paid all mandatory contributions and plan earnings pursuant to the Plan's
terms. The Authority is authorized to make discretionary employer matching contributions in such amounts as may be determined by the Board and Authority employees are vested in employer
contributions at 20% after 6 years of service, 40% after 7 years, 60% after 8 years, 80% after 9 years and 100% after 10 or more years. Former Texas Turnpike Authority employees employed
by the Authority on or before October 31,1997 shall receive past service credit for service with the Texas Turnpike Authority for purposes of determining the vested percentage and the
Authority's Board of Directors is allowed to further amend or terminate the Plan at any time. Total 401(k) contributions allocated to Mountain Creek Lake Bridge by the Authority for
the year ended December 31, 1998, was approximately $9,390 based on a covered payroll of approximately $234,761. Social Security Effective September I, 1997, the Authority elected to
refrain from participation in Social Security and will instead participate in both the TCDRS and the Authority 401(k) plan. The Authority requires mandatory employee participation in
both ofthese plans. i (6) Accrued Vacation I Vested or accumulated vacation leave is recorded as an expense and liability as the benefits accrue to ) employees. No liability is recorded
for nonvesting accumulating rights to receive sick pay benefits. (7) Risk Management The Authority has established a limited risk management program for workers' compensation. Liabilities
are reported when it is probable that a loss has occurred and the amount of the loss can be reasonably estimated. Liabilities include an amount for claims that have been incurred but
not reported. Claim liabilities are calculated considering the effects of inflation, recent claim settlement trends including frequency and amount of pay-outs and other economic and
social factors. The liability for claims and judgments is reported in the Operation and Maintenance Fund. As of 16 (Continued) 
I . 1 ! " NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Notes to Financial Statements December 31,1998 December 31, 1998, approximately $16,070 is accrued to recognize claim
liabilities. Effective September 25, 1997, the Authority terminated its limited risk management program for workers' compensation. The Authority is now insured for workers' compensation
by an external insurance company. \ (8) Post-employment Benefits 1 1 . , The Authority provides post-employment health care benefits to all retired employees of Mountain I Creek Lake
Bridge, funded on a pay-as-you-go basis. Currently, 9 individuals meet these r requirements. During the year ended December 31, 1998, expenses of approximately $18,512 were recognized
for post-employment health care premiums paid. ) (9) Commitments ) The Authority has a month to month operating lease agreement for the rental of the automatic toll collection equipment.
Expense for the year ended December 31, 1998 was approximately $36,192. 1 , i 1 ., l •• J J7 (Continued) : J 
I NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Required Supplementary Information Year 2000 Disclosure (Unaudited) December 31, 1998 The Year 2000 (Y2K) issue refers to the
fact that many computer programs use only the last two digits to refer to a year. Therefore, both 1900 and 2000 would be referred to as "00". Computer programs have to be adjusted to
recognize the difference between those two years or the programs will fail or create errors. The Authority has implemented a Y2K readiness program with the objective of having all of
their significant centralized computer systems functioning properly with respect to the Y2K issue before January 1,2000. Each system within the Authority is in a different stage of the
Y2K readiness. The first component of !be Y2K readiness program was to identify the internal computer systems that are susceptible to system failures or processing errors as a result
of the Y2K issue. This effort is substantially complete with respect to centrally administered systems. systems. Those computer systems considered most critical to continuing operations
are being given the highest priority. The second component of the Y2K readiness program involves the actual remediation and replacement of the Authority's computer systems. The Authority
has elected to partially rely on the representation of third-party software, hardware and equipment suppliers regarding the Y2K compliance of purchased systems. Based on these representations
received, the Authority deemed it necessary to validate or test remediated or replaced computer systems to the full extent possible to determine that no errors are introduced during
the converSIOn process. The Authority is developing a formal contingency plan to mitigate !be possible disruption in business operations that may result from the Y2K issue. Contingency
plans include developing alternative methods of processing information. Once developed, contingency plans and related cost estimates will be refined, as additional information becomes
available. available. It is currently estimated that the aggregate cost of the Authority's Y2K efforts will be approximately $400,000. The Authority's Y2K readiness program is an ongoing
process and the estimates of cost and completion dates for various components of the Y2K readiness program described above are subject to change. 18 
NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Schedule of Capitalized Costs Year ended December 31,1998 Preliminary Costs Administration Right-of-way Completed Construction
Engineering and Maintenance Equipment Total excluding financing costs Financing Costs Less Earnings on Interim Investments Capitalized cost of Mountain Creek Lake Bridge at Decem ber
31, 1998 See accompanying independent auditors' report. Schedule 1 Cumulative total through December 31, 1998 $ 483,970 379,131 50,777 5,948,691 372,332 14,246 7,249,147 2,285,354 (870,571)
1,414,783 $ 8,663,930 ] .. .'·l '. 1 J ] J , .1I I ] J ] J J .J 19 
i Schedule 2 NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Statement of Revenues and Expenses I i Year ended December 31,1998 (with comparative totals for the year ended December
31, 1997) 1998 1997 Revenues: Toll revenues Interest revenue Other $ 1,556,187 97,517 199 1,460,035 194,096 Gross revenues 1,653,903 1,654,131 Operating expenses: Administration: General
administration Accounting Data processing Insurance Vault Safety and security Audit 69,658 7,331 5,181 72,295 8,981 33,874 5,721 53,720 7,202 3,638 59,550 10,634 32,227 3,136 203,041
170,107 Operations: Toll collection Engineering and maintenance Utilities 226,314 45,203 18,858 230,099 43,162 18,761 290,375 292,022 \ j Total operating expenses Net operating revenues
493,416 1,160,487 462,129 1,192,002 ) Reserve Maintenance Fund expenses Special Reserve Fund expenses Net revenues available for debt service 10,471 269 1,149,747 17,067 2,067 1,172,868
Bond interest expense 212,513 379,570 Net revenues $ 937,234 793,298 J See accompanying independent auditors' report. 20 
NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Toll Revenue and Traffic Analysis Year ended December 31, 1998 (with comparative totals for the year ended December 31, 1997)
1998 Toll Revenue Two-axle vehicles $ 1,541,222 Multi-axle vehicles 7,172 Revenue adjustments 7,793 Total $ 1,556,187 Vehicles (unaudited) Two-axle vehicles 3,082,439 Multi-axle vehicles
7,774 Nonrevenue vehicles 10,312 Total 3,100,525 Toll Revenue -Average Per Day Two-axle vehicles $ 4,223 Multi-axle vehicles 20 Revenue adjustments 21 Average $ ==-=4;0;;,2=64= Vehicles
-Average Per Day (unaudited) Two-axle vehicles 8,445 Multi-axle vehicles 21 Nonrevenue vehicles 28 Average 8,494 See accompanying independent auditors' report. Schedule 3 \ 1 '1 I 1997
_ JI J 1,444,999 6,848 8,188 . ) 1,460,035 2,889,998 7,590 7,686 j 2,905,274 3,959 19 22 4,000 7,918 21 21 7,960 1, 21 \ \ I 
· ! NORTH TEXAS TOLLWAY AUTHORITY MOUNTAIN CREEK LAKE BRIDGE Toll Revenue and Traffic by Class of Vehicle Year ended December 31, 1998 (with comparative totals for the year ended December
31, 1997) Schedule 4 1998 Class of Vehicle Two-axle vehicles Three-axle vehicles and combinations Four-axle vehicles and combinations Five-axle vehicles and combinations Toll revenue
variance Nonrevenue vehicles Toll revenue and traffic Class of Vehicle Two-axle vehicles Three-axle vehicles and combinations Four-axle vehicles and combinations Five-axle vehicles and
combinations Toll revenue variance Nonrevenue vehicles Toll revenue and traffic Revenue Vehicles (unaudited) 1,541,219 3,082,439 3,042 2,148 1,982 7,172 4,055 2,148 1,571 7,774 $ 7,793
1,556,184 10,312 1997 Revenue Vehicles (unaudited) $ 1,444,999 2,889,998 3,289 1,865 1,694 6,848 4,385 1,865 1,340 7,590 8,188 $ 1,460,035 See accompanying independent auditors' report.
22 
NORTH TEXAS TOLLWA Y AUTHORITY MOUNTAIN CREEK LAKE BRIDGE } Cash Receipts and Disbursements Year ended December 31,1998 '1j Total Construction (memorandum and Revenue only) property
fund fund ] Balance of cash December 31, 1997 $ 245,742 20,057 Receipts: Toll revenues 1,556,186 1,556,186 Matured investments 4,854,792 1,752,042 J Earnings received from investments
105,684 3,293 6,516,662 3,311,521 Disbursements: Revenue bonds retired (2,435,000) Interest paid on bonded debt (296,041) Interim investments (3,275,607) (1,745,040) Operating expenses
(147,849) Reserve maintenance fund expenses (10,301) Equipment purchase net of trade-in (200) Special reserve maintenance fund expenses (l,911) (6,166,909) (1,745,040) Interfund transactions:
Distribution from Revenue Fund (1,740,819) Transfer ofexcess monies from other funds (36,213) 170,462 Reimbursements to Dallas Nonh Tollway System (335,023) Transfer to redemption fund
'1 (371,236) ( 1,570,357) J Receipts over (under) disbursements and interfund transactions for for year ended December 31, 1998 (21,483) (3,876) Balance of cash December 31, 1998 $ 224,259
16,181 1 I See accompanying independent auditors' repon, , Ii ," 'J. ' : , 23 J 
Schedule 5 Operation and maintenance fund Reserve maintenance fund Special reserve fund interest account Debt Service Funds Reserve account Redemption account 82,978 32,868 109,839 40,598
11,726 52,324 24,969 24,969 298,895 5,602 304,497 186,161 . 40,409 226,570 2,577,0% 19,685 2,596,781 (147,849) (147,849) (117,924) (10,301) (200) (128,425) (587.817) (1,911) (589,728)
(296.041) (215,331) (511,372) (42,399) (42,399) (2,435,000) (567,096) (3,002,096) 599.921 76,600 429,604 209,694 425,000 (335,023) 264,898 (28,170) 48,430 28,170 457,774 (2,819) 206,875
(184,171) (184,171) (19,685) 405,315 117,049 200,027 (27,671) 5,197 (106,985) 2,854 } 24 i 
• 1 I 1 l , I · J · ( · I , I I : i ) I ! : 􀁾􀀠 I J 
i r NORTH TEXAS TOLLWAY AUTHORITY DALLAS-FORT WORTH TURNPIKE TRANSITION TRUST FUND NORTH TEXAS TOLLWAY AUTHORITY FEASIBILITY STUDY FUND NORTH TEXAS TOLLWAY AUTHORITY EQUIPMENT ACCOUNT
Financial Statements And Supplementary Data December 31, 1998 (With Independent Auditors' Report Thereon) 
] "] 1 ] ] .. :1 9 􀁾􀁪􀀠 ] ] ) .J J J J ] ] ] . J . J .. J 
200 Cmscent Court Suite 300 Dallas. TX 75201-1885 Independent Auditors' Report Board of Directors North Texas Tollway Authority: We have audited the special-purpose statements of assets
and liabilities of the Dallas-Fort Worth Turnpike Transition Trust Fund, the North Texas Tollway Authority Feasibility Study Fund and the Equipment Account of the North Texas Tollway
Authority (the Authority) as of December 31, 1998 and the related special-purpose statements of revenues and expenses and changes in fund equity for the year then ended. These special-purpose
financial statements are the responsibility of the Authority'S management. Our responsibility is to express an opinion on these financial statements based on our audit. We conducted
our audit in accordance with generally accepted auditing standards. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether the financial
statements are free of material misstatement. An audit includes examining, on a test basis, evidence supporting the amounts and disclosures in the financial statements, An audit also
includes assessing the accounting principles used and significant estimates made by management, as well as evaluating the overall financial statement presentation. We believe that our
audit provides a reasonable basis for our opinion, The accompanying special-purpose financial statements were prepared for the purpose of complying with provisions of Senate Bill 194
as discussed in Note I, and are not intended to be a presentation in conformity with generally accepted accounting principles, In our opinion, the special-purpose financial statements
referred to above present fairly, in all material respects, the assets and liabilities of the Dallas-Fort Worth Turnpike Transition Trust Fund, the North Texas Tollway Authority Feasibility
Study Fund and the Equipment Account ofthe North Texas Tollway Authority as of December 31, 1998 and the results of their operations and the changes in their fund equity for the year
then ended, on the basis of accounting described in note 1, The Year 2000 supplementary infonnation on page 11 is not a required part of the special-purpose financial statements, but
is supplementary information required by the Governmental Accounting Standards Board, and we did not audit and do not express an opinion on such information. Further, we were unable
to apply to the information certain procedures prescribed by professional standards because of the nature of the subject matter underlying the disclosure requirements and because sufficiently
specific criteria regarding the matters to be disclosed have not been established, In addition, we do not provide assurance that the Authority is or will become Year 2000 compliant,
that the Authority'S Year 2000 remediation efforts will be successful in whole or in part, or that parties with which the Authority does business are or will become Year 2000 compliant.
KPl'AG Mj;;f"MGtLP,<I us iJ'f\lll!dkllbd'1y 􀁰􀁡􀁲􀁴􀁮􀁃􀀱􀀧􀁓􀁨􀀻􀁾􀀠IS a m>!rrJlt' e! IO"MG INU'fllbOllill! S<Mn 􀁬􀁉􀀾􀁜􀁉􀁉􀁘􀀢􀀧􀁾􀁏􀀢􀀭
I -, Our audit was made for the purpose of forming an opinion on the basic financial statements taken as a whole. The supplementary information included in Schedule I is presented for
purposes of additional analysis and is not a required part of the basic financial statements. Such information has been subjected to the auditing procedures applied in the audit of the
basic financial statements and, in our opinion, is fairly stated in all material respects, in relation to the basic financial statements taken as a whole. This report is intended solely
for the information and use of the Board of Directors, management of the Authority, and trustees of the bonds and is not intended to be and should not be used by anyone other than those
specified parties. March 19, 1999 I . I I 2 
NORTH TEXAS TOLLWAY AUTHORITY Exbibit A Statement of Assets and Liabilities December 31, 1998 Assets Total DFWTumpike transition trust fund NTTA feasibility study fund NTTA equipment
account Cash (note 2) Investments (oote 2) Accrued interest receivable on investments Deferred study costs (note I b) Equipment $ 176,088 651,236 1,880 2,706,816 741,764 $ 4,277,784
5,789 558,888 968 565,645 170,299 92,348 912 2,706,816 2,970,375 741,764 741,764 Liabilities Accounts payable Retained from contractors Other accrued liabilities Due to Dallas North
Tollway System $ 81,197 56,452 9,588 544,605 691.842 4,756 4,756 81,197 56,452 4,832 544,605 687.086 Fund Equity F uod balances 3,585,942 560,889 1,283.289 741,764 Commitments and contingencies
(notes 3 and 4) Total liabilities and fund equity $ 4,277,784 565,645 2,970,375 741,764 See accompanying notes to financial statements. 3 
NORTH TEXAS TOLLWAY AUTHORITY Statement ofRevenues and Expenses Year ended December 31, 1998 DFW Turnpike transition Assets Total trust fund Revenues -interest from investments $ 67.730
31385 Expenses: Administration 32,861 4,422 Retiree health care costs (note 3) 41,994 41,258 Accounting 1,088 Write-off ofdeferred study costs (note 4) 75,943 45,680 Expenses in excess
of revenues S (8,213) (14,295) See accompanying notes to financial statements. Exhibit B NTTA feasibility study fund 36,345 28,439 736 1,088 30,263 6,082 ] J J J J, < J ] '] ] '1 J ]
] : 1 \ . 1 4 
Exhibit C NORTH TEXAS TOLLWAY AUTHORITY Statement ofChanges in Fund Equity Year ended December 31, 1998 DFW Turnpike NTTA NTTA transition feasibility equipment Assets Total trust fund
study fund account Fund equity at December 31, 1997 $ 3,597,048 575,184 2,277,207 744,657 Revenues 67,730 31,385 36,345 Expenses (75,943) (45,680) (30.263) 143,673 (14,295) 6,082 Cost
ofequipment retired (2,893) (2,893) Net changes during the year ended December 31, J998 (11,106) (14,295) 6,082 (2,893) Fund equity at December 31, J998 S 3,585,942 560,889 2,283,289
741.764 See accompanying nOles to tlnancjal statements. 5 
:1 NORTH TEXAS TOLLWAY AUTHORITY Notes to Financial Statements December3l, 1998 (1) Organization and Accounting Policies ,] {aJ Organization [n June 1997, the Texas Legislature approved
a bill to create the North Texas Tollway Authority, a regional tollway authority under Chapter 366, Transportation Code. Effective September I. 1997, the North Texas Tollway Authority
(the Authority) became the successor agency to the "j Texas Turnpike Authority and succeeded to all assets, rights, liabilities and other property of the Texas Turnpike Authority located
in Collin, Dallas, Denton, or Tarrant County. As a result of this transition, the Authority paid $1,845,000 from the Feasibility Study Fund to the Texas Department of Transportation
(TxDOT) on October I, 1997. The Authority also assumed and .J became liable for all duties and obligations related to the Texas Turnpike Authority at that time. :1 The Authority is a
political subdivision of the State of Texas, authorized and empowered by the Regional Tollway Authority Act (Act) to construct, maintain, repair and operate turnpike and · ., other projects
at such locations within Collin, Dallas, Denton or Tarrant Counties, as may be i determined by the Authority. The Authority is further authorized to issue revenue bonds, · J payable
solely from tolls and other revenue of the Authority, for the purpose of paying all or any part of the cost of a project. Under the provisions of the Act, these revenue bonds shall not
be deemed to constitute a debt or pledge of the faith and credit of the State of Texas or of any other ,. 1j political subdivision thereof. , 1 Under the administration of the Texas
Turnpike Authority, the Dallas-Fort Worth Turnpike ) became a toll free highway on December 31.1977 in accordance with Senate Bill 194, an Act of the 65th Legislature of Texas, which
provided for the transition of the Dallas-Fort Worth Turnpike and all related properties, as a toll free highway to TxDOT (Transition). In connection J with the Transition, Senate Bill
194 provided for for the following as interpreted by the Authority: ;] • The establishment of the Dallas-Fort Worth Turnpike Transition Trust Fund to account for the payment of transition
costs and other obligations payable from funds of the Dallas-Fort Worth Turnpike at December 31, 1977, such as post-employment benefits (see note 3), • The establishment of the Texas
Turnpike Authority Feasibility Study Fund (subsequently known as North Texas Tollway Authority Feasibility Study Fund) for the financing of '''1 feasibility studies, as authorized by
the Authority, and i · .J 6 (Continued) 
NORTH TEXAS TOLLWAY AUTHORITY Notes to Financial Statements December 31, 1998 (a) Deposits ofCas" in Bank The carrying amount of $176,088 for cash in bank is presented below. The bank
balance of the Authority has been classified according to the following risk categories: • Category J -insured or collateralized with securities held by the governmental entity or by
its agent in the name of the governmental entity • Category 2 -collateralized with securities held by the pledging financial institution's trust department or agent in the governmental
entity's name • Category 3 -uncollateralized (which would include any deposits collateralized with securities held by the pledging financial institutions, or by its trust department
or agent but not in the governmental entity's name) Rank Carrying Category 1 Category 2 Category 3 balance amonnt $ 20,099 20,099 J76,088 (b) Investments Both the carrying amount and
market value of investments as of December 31, 1998 are shown below. Investments are categorized to give an indication of the level of credit risk assumed by the agency at Decem ber
31, 1998. The three categories are: • Category I -investments that are insured or registered or for which the securities are held by the agency or its agent in the agency's name. • Category
2 -uninsured and unregistered investments for which the securities are held by the broker's or dealer's trust department or agent in the agency's name. • Category 3 • uninsured and unregistered
investments for which the securities are held by the broker or dealer, or by its trust department or agent, but not in the agency's name. I I 9 (Continued) 
NORTH TEXAS TOLLWAY AljTHORITY Notes to Financial Statements December 31, 1998 Category Carrying Fair Type of security 1 2 3 amount value Commercial paper $ 313,058 313,058 313,153 To,a1s
.$ 313,058 313,058 313.153 Uncategorized investments 􀁾􀀠money market funds 338.178 338,178 Total investments .$ 651,236 651,331 In accordance with Governmental Accounting Standards
Board Statement Number 3, Deposits "] wilh Financial Institutions, Investments (including Repurchase Agreements), and Reverse Repurchase Agreements, amounts invested in money market
funds are not categorized because they are not evidenced by securities that exist in physical or book entty form. 1 (3) Post-employment Benefits I The Authority provides post-employment
health care benefits, in accordance with State law, to all retired employees of the Dallas-Fort Worth Turnpike, funded on a pay-as-you-go basis. Currently 15 individuals meet these requirements.
During the year ended December 31, 1998, expenses of approximately $42,000 were recognized fur post-employment health care premiums paid. (4) Commitments 1 Contract commitments at December
31, 1998 aggregate approximately $3,632,663. :J ] :] u 10 : 1 U 
NORTH TEXAS TOLLWAY AUTHORITY Notes to Financial Statements December 31, 1998 1 • The retention for the Authority of such equipment and related assets as usable by the I Authority in
the operation of other projects. Such assets are accounted for in the Equipment Account and are not subjected to depreciation as the equipment and related assets are held in a custodial
capacity only and will not be replaced by the Authority. j The accounts of the Dallas-Fort Worth Turnpike Transition Trust Fund and the Equipment Account assets and liabilities were
transferred from the Dallas-Fort Worth Turnpike in accordance with provisions of Senate Bill 194 as described in the preceding paragraph. All assets and liabilities transferred have
been recorded at predecessor carrying values, generally at cost. The Authority currently operates the Dallas North Tollway System and Mountain Creek Lake Bridge, which are separate turnpike
projects, and for which separate individual financial statements are prepared in accordance with trust agreements. (b) Accounting Policies In accordance with House Bill 749, an act of
the nnd Legislature of Texas, the Authority may transfer an amount from a surplus fund established for a turnpike project to the North Texas Tollway Feasibility Study Fund (Feasibility
Study Fund). However. the Authority may not transfer an amount that results in a balance in the surplus fund that is less than the minimum balance required in the trust agreement for
that project, if any. Revenues are recognized when they are earned, expenses are recorded in the period in which they are incurred, and contributed capital is recorded for amounts contributed
by other governments, The costs of studies funded by the Feasibility Study Fund are deferred until such time as the feasibility of the project is determined. If the project is pursued,
the Feasibility Study Fund is reimbursed for related study costs from the proceeds of the project's bond issue. However, the study costs associated with projects determined to be unfeasible
are are removed from the balance sheet and written off to expense when approved by the Executive Director. As a political subdivision of the State of Texas, the income of the Authority
is not subject to federal or state income tax under the Internal Revenue Code Section 115. 7 (Continued) 
J NORTH TEXAS TOLLWAY AUTHORITY "I Notes to Financial Statements I . j December 3 I, 1998 '1 ,.\ (2) Cash and Investments The preparation of financial statements requires management
to make estimates and assumptions that affect certain reported amounts and disclosures. Accordingly, actual results could differ from those estimates. The Authority may purchase investments
as authorized by the Trust Agreement and as further I authorized by the revised investment policy and strategy approved by the Board of Directors in J December 1998. These investments
include but are not limited to obligations of the United States or its agencies and instrumentalities; direct obligations of the State of Texas or its agencies and instrumentalities;
collateralized mortgage obligations directly issued by a federal agency or instrumentality of the United States, the underlying security for which is guaranteed by an agency or instrumentality
of the United States; other obligations, the principal of and interest of which are unconditionally guaranteed or insured by, or backed by the full faith and credit of, the State of
Texas or the United States or their respective agencies and instrumentalities; obligations of states, agencies, counties, cities, and other political subdivisions of any state rated
as to investment quality by a nationally recognized investment rating fimJ not less than A or its equivalent; certificates of deposit issued by a state or national bank; fully collateralized
repurchase agreements; commercial paper with a stated maturity of 270 days or fewer from the date of its issuance; and no load money market mutual funds which have a dollar-weighted
average stated maturity of 90 days or fewer and includes in its investment objectives the maintenance ofa stable net asset value of $ I for each share. 1 The Authority does not invest
in financial instruments other than those authorized by the investment l.• 􀁾􀀮􀀠 policy, and does not invest in any state or local government investment pools. The Authority adopted
Statement Statement of Governmental Accounting Standards (GASB) No. 31, "Accounting and Financial Reporting for Certain Investments and External Investment Pools," during 1998. The impact
of the adoption was immaterial to the accompanying financial statements. Statement No. 31 establishes accounting and financial reporting standards fro all investments held by governmental
entities. This statement generally requires all equity securities and debt instruments with readily detemJinable market values to be carried at fair value, with changes in fair value
reflected in the statement of revenues and expenses. J 8 (Continued) I 
NORTH TEXAS TOLLWAY AUTHORITY Required Supplementary Information Year 2000 Disclosure (Uuaudited) The Year 2000 (Y2K) issue refers to the fact that many computer programs use only the
last two digits to refer to a year. Therefore, both 1900 and 2000 would be referred to as "00". Computer programs have to be adjusted to recognize the difference between those two years
or the programs will fail or create errors. The Authority has implemented a Y2K readiness program with the objective of having all of their significant centralized computer systems functioning
properly with respect to the Y2K issue before January 1,2000. Each system within the Authority is in a different stage of the Y2K readiness. The first component of the Y2K readiness
program was to identifY the internal computer systems that are susceptible to system failures or processing errors as a result of the Y2K issue. This effort is substantially complete
with respect to centrally administered systems. Those Computer Systems considered most critical to continuing operations are being given the highest priority. The second component of
the Y2K readiness program involves the actual remediation and replacement of the Authority's computer systems. The Authority has elected to partially rely on the representation of third-party
software, hardware and equipment suppliers regarding the Y2K compliance of purchased systems. Based on these representations received, the Authority deemed it necessary to validate or
test remediated or replaced computer systems to the fuJI extent possible to determine that no errors are introduced during the conversion process. The Authority is developing a formal
contingency plan to mitigate the possible disruption in business operations that may result from the Y2K issue. Contingency plans include developing alternative methods of processing
information. Once developed, contingency plans and related cost estimates will be refined, as additional information becomes available. It is currently estimated that the aggregate cost
of the Authority's Y2K efforts will be approximately $400,000. The Authority's Y2K readiness program is an ongoing process and the estimates of cost and completion dates for various
components of the Y2K readiness program described above are subject to change. II 
J Schedule 1 NORTH TEXAS TOLLWAY AUTHORITY Cash Receipts and Disbursements ] Year ended December 31.1998 ] DFWTumpike NITA transition feasibility Assets Total trustfund study fund ]
Balance ofcash December 31, 1997 $ 999 999 Receipts: Matured investments 4,407,993 1,323,920 3,084,073 Earnings received from investments 73,642 35,802 37,840 4,481,635 \,359.722 3,121,913
"1 J Disbursements: Purchase ofinvestments (3,406,493) (1,309,474) (2,097,019) Operating expenses (19,787) (4,200) (15,587) ] Deferred study costs (1,420,135) (1,420,135) (4,846,415)
(1,313,674) (3,532,741) 1•Interproject transactions: Reimbursements (to) from Dallas North Tollway System 539,869 (41,258) 581,127 J Receipts over (under) disbursement and interproj
ect transactions for the year ] ended December 31,1998 175,089 4,790 170,299 Balance ofcash December 31, 1998 $ J76,088 5,789 170,299 See accompanying independent auditors) report. ]
] 12 
I 1 , , ! ' ( I I i I 1 I Traffi d Revenues ADDI AIRPORT TOl UNNEl , WILBUR SMITH ASSOCIATES i 
Traffic and Revenues ADDISON AIRPORT TOLL TUNNEL , , ! Prepared For -__..-... -... ! 􀀡􀀡􀀽􀀧􀀮􀁦􀁴􀀡􀀡􀁊􀁬􀁡􀁾􀀠 By ') WILBUR SMITH ASSOCIATES ,j FEBRUARY, 1992 
TEXAS TURNPIKE AUTHORITY LUTHER G. JONES, JR., Chairman CHARLES R. MATTHEWS, Vice Chairman RAY C. STOKER, JR., Director MICHAEL Y. CHOU, Director HENRY R. MUNOZ, III, Director RAUL A.
BESTEIRO, JR., Director JAMES N. MUNS, Director CLIVE RUNNELS, Director JERE W. THOMPSON, JR., Director DAVID E. BERNSEN, Director PHILIP MONTGOMERY, Director WILLIAM P. MAHOMES, JR.,
Director JOHN B. RAMMING, Executive Director J HARRY KABLER, Secretary· Treasurer : 􀁾􀀠 J JOE H. STALEY -LOCKE PURNELL RAIN HARRELL, General Counsel . ; 
WILBUR SMITH ASSOCIATES ENG!NEERS • ECONOMISTS .. PLANNERS IJ5COllEGEsm£E1 • PD SOXQ412 "' NEWHAVEN.CT0653< • (200)$b6-2191 • FAX(203)624-0415d February 1, 1992 Texas 􀁔􀁵􀁭􀁾􀁩􀁫􀁥􀀠Authority
3015 Ralei Street P.O. Box 1 369 Dalias, TX 75219·0369 Attention: Mr. John Ramming Executive Director Gentlemen: Wilbur Smith Associates (WSA) is most/leased to submit this report summarizing
the results of our 6nal study of traffic an revenue on the proposed Addison Airport ToUTunnel. The study was based upon travel pattern and characteristic trip data collected in 1991
and updated socioeconomic forecasts and design year travel patterns provided by the North Central Texas Council of Governments. Annual traffic and revenue estimates are provided for
the proposed project from the opening year (1995) throuSh the design year (2010). Mr. Raymond p, Richard. Project Director, and Messrs. Jeffrey A. Byer and Robert R. Josef, gratefully
acknowledge the cooperation and valued assistance provided by you and others on your staff throughout the course of this study. The efforts of the Authority'S Consulting Engineers and
numerous state and local agencies contacted throughout the course of the study were also greatly appreciated. We are pleased to have had the opportunity to participate in this important
and interesting study_ Respectfully submitted, WILBUR SMITH ASSOCIATES I...Q.-,...,.J..'..._ ............_ ... Norman H. Wuestefeld Executive Vice President NHWnao AlBANY, NV .. ALLIANCE,
OH .. CAIRO. EGYPT. CHAAlESfON. SC • COLUMIM. SC .. COLUMBus. OH " DES MOiNES, tA .. fAUS CHURCH, VA HONG KONG .. HOUSTON. TX • KNOXVlUE. TN • LEX!NGION, KY • lONDON, ENGtANO " LOS ANGELES,
CA .. MIAMi. Fl • NfENi\H, WI NEW HAVEN, cr • OAlClAND. CA .. ORLANDO, FL • PITISeURGH. PA • PORTSMOUTH. NH • PROVIDENCE. 􀁾􀁉􀀠 􀁾􀀠 RALEIGH. NC RICHMOND. VA • RIVERSIDE. CA • OO$EU£.
Il" SAN fRANCISCO. CA. SAN JOSE. CA .. 􀁾􀁇􀁁􀁐􀁏􀁒􀁅􀀮􀀠TORONTO. 􀁾 • wASHINGTON, OC EMPl.OVEE-OWNED COMPANY 
EXECUTIVE SUMMARY On July 12, 1991, the Board of Directors of the Texas Turnpike Authority authorized Wilbur Smith Associates (WSA) to perform an investment grade traffic and revenue
study of the proposed Addison Airport Tunnel. This report summarizes the results of our analysis of the proposed toll tunnel beneath the Addison Airport. The primary purpose of this
comprehensive traffic and revenue study was to present annual estimates of traffic and toll revenue and design year traffic estimates for a single 2-lane toll tunnel with an assumed
opening year of 1996 over a 15-year -projectlun period. The study was to address optimum toll rates, local area economic growth potential and obtain information on observed travel patterns
and trip characteristics on competing routes in the tunnel corridor. This study built upon the earlier initial feasibility assessment studies presented in June 1991 and enhanced the
available database by collecting current origin and destination information and trip characteristic data data through a motorist mailback questionnaire survey. Route reconnaissance and
travel time distance studies were conducted in the corridor of the proposed tunnel. All principal arterials within the focus area bordered by Frankford Road on the north, Preston Road
on the east, Alpha Road on the south and Josey Lane on the west, were included in the field reconnaissance survey. During these route reconnaissance investigations, information was obtained
regarding roadway cross sections, left-tum provisions, major traffic controls, vehicle restrictions, and nature of roadside development. Collection of travel pattern and trip characteristic
information through the corridor was obtained through a motorist mterview mailback questionnaire form and utilized to update the North Central Texas Council of Governments (NcrCOG) trip
tables to better reflect the "real world" conditions in this speCIfic study area. Four survey stations were operated during a 12-hour period between 7:00 a.m. and 7:00 p.m. along a north-south
south screenline passing through the Addison Airport. The transportation model developed by the NcrCOG, which forecasts highway traffic in the study area, was then utilized to assist
in the evaluation of traffic on the system at 1991, 1996 and 2010 levels. NcrCOG forecasts of population and employment growth in the study area were the basis for the estimation of
future year traffic. Alternate toll rate assignments were used to determine the optimum toll rate for use in an assignment with the proposed S.H. 190 route included in the 1995 network.
Comparing the assignments (with and without S.H. 190) provided an estimate of the traffic impact S.H. 190 will have on the proposed Addison Airport Toll Tunnel. For purposes of this
analysis, S.H. 190 was assumed to be opened to traffic by January 1, 1998. The final capacity constrained computer traffic assignment tested both a $0.75 and $1.00 toll for all vehicle
classes at 2010 levels. Annual traffic and toll revenues for the forecast period were prepared based on the traffic assignments, optimum toll analysis and anticipated annual traffic
growth schedule developed in the study. ;; -i
TABLE OF CONTENTS CHAPTER PAGE 1 INTRODUCTION 1 Description of Proposed Toll Tunnel 1 Background and Study Objective 2 Scope of Work 3 2 SOCIOECONOMIC GROWTH CONSIDERATIONS 6 Socioeconomic
Trends and Projections 8 Household Income 10 Economic Overview 11 Energy Considerations 13 3 RECENT TRAFFIC TRENDS ON CORRIDOR ROUTES 16 Annual Traffic Volume Trends 16 Montl.W Traffic
Volume Trends 19 Daily . raffic Variations 22 Hourlrc Traffic Variations 22 Vehice Mix 22 4 TRAVEL PATTERNS AND CHARACTERISTICS SURVEY 30 Motorist Interview Survey 30 Typical Travel
Time Distance Relationships 36 Distribution of Potential Tunnel Trips 38 5 ESTIMATED TRAFFIC AND REVENUE 43 Traffic ModelinlnM ethodology 43 Toll Sensitivity alysis 45 Recommended Toll
Schedule 46 Basic Assumptions 47 Estimated Annual Traffic Growth 49 Estimated Average Daily Traffic Estimates and Annual Toll Revenue 49 Estimated 2010 Peak Hour Traffic Volumes 53 APPENDIX
A -Survey Questionnaire 
FIGURE 1 2 3 4 5 6 7 8 9 10 11 TABLE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 ILLUSTRATIONS Regional Map Location Map Socioeconomic Regions Estimated Median Household
Income Survey Station Location Map Estimated Trip Purpose -Total Vehicles Estiamted Trip Frequency -Total Vehicles Estimated Vehicle Occupancy -Total Passenger Cars Superzone Grouping
Toll Sensitivity Curve Anticipated 2010 Peak Hour Traffic Volumes TABULATIONS Socioeconomic Trends and Projections Annual Traffic Trends Annual Traffic Experience Selected Toll Plazas
Monthly TransactIons Trend Monthly Traffic Variations -1991 Daily Traffic Variations Hourly Traffic Variations· Belt Line Road Hourly Traffic Variations -Lindberg Drive Hourly Traffic
Variations -Soujourn Lane Hourly Traffic Variations -Trinity Mil1s Vehicle Classification Motorist Interview Survey Sample Size Estimated Trip Purpose -Total Vehicles Estimated Trip
Frequency -Total Vehicles Estimated Vehicle Occul?ancy • Total Vehicles Sample Travel Time Savmgs Travel Pattern Summary -Belt Line Road Travel Pattern Summary. Lindberg Road Travel
Pattern Summary· Soujourn Lane Travel Pattern Summary -Trininty Mills Road Estimated Annual Traffic Growth Schedule Estimated Average Daily Traffic and Gross Toll Revenue$0.75 Toll Rate
Scenano Estimated Average Daily Traffic and Gross Toll Revenue $1.00 Toll Rate Scenano FOLLOWS PAGE 1 2 9 10 30 34 35 36 38 46 53 PAGE 9 17 18 20 21 23 24 25 26 27 28 32 33· 34 35 37
39 40 41 42 50 51 52 
Chapter 1 INTRODUCTION On July 12, 1991, the Board of Directors of the Texas Turnpike Authority authorized Wilbur Smith Associates (WSA) to perform an investment grade traffic and revenue
study of the proposed Addison Airport Tunnel. In accord with a letter of authorization of September 9, 1991, WSA is pleased to submit this report summarizing the results of our analysis
of the proposed toll tunnel beneath the Addison Airport. The primary purpose of this comprehensive traffic and revenue study is to present annual estimates of traffic and toll revenue
and design year traffic estimates for the proposed Tunnel. This study built upon the earlier initial feasibility assessment studies presented in June 1991 and enhanced the available
database by collecting current origin and destination information and trip characteristic data through a motorist mailback questionnaire survey. Description ofProposed Toll Tunnel Addison
Municipal Airport lies in northern Dallas County, east of the communities of Carrollton and Farmers Branch, and west of Richardson, Texas. The regional location of the ProP9sed Addison
Airport Toll Tunnel is depicted in Figure 1. Currently, the Addison Airport disrupts the continuity of Keller Springs Road, an east-west thoroughfare that is constructed from Campbell
Road in the east to Addison Road on the eastside of the Addison Airport. West of Addison Airport, Keller Springs Road connects with I.H. 35E, and Sandy Lake Road, which extends west
of I.H. 35E into the City of Coppell. 􀁾􀁬􀁬􀁥􀁲􀀠􀁾􀁰􀁲􀁩􀁮􀁧􀁳􀀠Road is one of only a few major east-west routes north of 􀁴􀁨􀁾􀀠 Belt Une Road in Dallas touiiiy. The cities of Dallas
and Carrollton have planned, 􀁾􀀠 for quite some time, for Keller Springs Road to be a major divided roadway providing an east-west connection in the north Dallas area. Consequently,
without the proposed Addison Airport Toll Tunnel to .provide continuity to Keller Springs Road, 
;;:.REGIONAL MAP WILBUR SMITH ASSOCIATES FIGURE 1 
traffic impacts may be expected along Belt Line, Trinity Mills and Frankford Roads, which will have to carry the additional east·west demand. Figure 2 depicts the proposed single 2·lane
tunnel project alignment analyzed under this study. The Addison Airport is bounded on the south by the St. Louis· Southwestern Railroad tracks, Midway Road on the west, Sojourn Lane
on the north, and Addison Road on the east. The Airport facilities include the 7,000 foot long runway, several taxiways and hangar buildings for general aviation and corporate type aircraft
usage. The total proposed tunnel project will have a length of approximately-3,700 􀁦􀁥􀁾􀁴􀀠from Midway Road to Addison Road, with the actual tunnel length being 800 feet long under
the runway. It is understood that Dooley Road will overpass the tunnel near its/west portal in order to maintain access to properties north of Keller Spring Road. The proposed toll plaza
would be located at th<:; western terminus of the project between the proposed Dooley Road cul-cul-de-sac and Midway Road. Background and Study Objective In 1985, a preliminary traffic.
analysis was conducted to assess the future traffic volumes surrounding the Addison Airport, as well as an engineering feasibility assessment to evaluatj:: several alignments and tunnel
designs. These initial studies were conducted on the proposed project by Ginn, Inc., in association with Barton-Aschman and Howard Needles Tammen and Bergendoff (HNTB). Although this
study evaluated three construction alternatives and provided an indication of the feasibility of such a project, it did not consider the potential impacts of tolling the tunnel. For
this reason, in September 1990, the Board of Directors of the Texas Turnpike Authority authorized WSA to perform an initial feasibility assessment of traffic and revenue of the proposed
Addison Airport tunnel as a toll facility under two , scenarios. The first scenario assumed the construction of two separate 2·jane -2l 
t T H o ADDISON AIRPORT TOLL TUNNEL o.s mile __ SCALE 􀁟􀁾􀁾􀀭􀀭􀀭􀀭􀀭􀀫􀀭􀀭􀀭􀀭􀁾􀀭􀀭􀀭􀀭􀀭􀀬􀁾􀁊􀀭􀁾􀁉􀁾􀁾􀁾􀁾􀁾􀁾􀁉􀀠 SOJOURN LOCATION MAP WILBUR SMITH ASSOCIATES FIGURE 2 
tunnels beneath the Airport. The second scenario assumed the construction of a single 2-lane tunnel. Preliminary project construction costs and maintenance and operating costs were developed
by Ginn, Inc. and HNTB then provided to WSA for use in the Initial Financial Feasibility Assessment report, for the proposed tunnel. These preliminary project construction cost estimates
included right-of-way costs which include costs of lease buy-outs and relocation. The purpose of that study was to provide a broad-brush measure of financial feasibility of a tolled
facility, primarily to determine if more detailed studies were warranted. T:l'\e results of the Initial Feasibility Assessment indicated that only the single 2-lane tunnel scenario sbowed
promise of potential financial feasibility. Thus, the primary objective of this comprehensive traffic and revenue study was to develop annual estimates of traffic and toll revenue for
a single 2-lane toll tunnel with an assumed opening year of 1996 over a I5-year projection projection period. The study was to address optimum toll rates, local area economic growth
potential and obtain information on observed travel patterns and trip characteristics on competing routes in the tunnel corridor. Scope or Work WSA was previously involved in earlier
studies conducted for the proposed Tunnel project as well as the Dallas North Tollway (DNT) and the DNT Phase I and II Extension. These earlier studies provide a broad-based knowledge
of the Dallas area involved and some of the related problems and issues. Meetings were held with the Texas Turnpike Authority staff, deSign consultants and other parties involved in
the proposed project. Discussions were also held with regional planning officials, developers and others conversant in development patterns regarding the future growth potential for
the proposed corridor. Information was sought on the nature of new developments and probable build-out schedules. Programmed highway improvements that could affect the usage of the proposed
-3
tunnel were reviewed and the status of their development identified with regard to construction schedule and implementation programming. Route reconnaissance and travel time distance
studies were conducted in the corridor of the proposed tunnel. All principal arterials within the focus area bordered by Frankford Road on the north, Preston Road on the east, Alpha
Road on the south and Josey Lane on the west, were included in the field reconnaissance survey. The most important routes were covered during both peak and off-peak travel periods. During
these route reconnaissance investigations, information was obtained regarding roadway cross sections, left-turn provisions, major traffic controls, vehicle restrictions, and nature of
roadside development. Collection of travel pattern and trip characteristic information through the corridor was obtained through a motorist interview mail back questionnaire form and
utilized to update the North Central Texas Council of Governments (NCfCOG) trip tables to better reflect the "real world" conditions in this specific study area. Four survey stations
were operated during a 12-hour period between 7: 00 a.m. and 7:00 p.m. along a north-south screenline passing through the Addison Airport. Surveys were conducted on Thursday, October
3 through Saturday, October 5., in an effort to collect both weekday and weekend day data. A total of 16,738 usable interviews were received and coded during this analysis. This represents
a return rate of 20.0 percent. The transportation model developed by the NCfCOG, which forecasts highway traffic in the study area, was then utilized to assist in the evaluation of traffic
on the system at 1991, 1996 and 2010 levels. NCfCOG forecasts of population and employment growth in the study area were the basis for the estimation of future year traffic. Using a
windowed version of the full NCfCOG North Dallas model, WSA conducted a series of capacity constrained diversion traffic assignments. A total of eight traffic assignments were made,
including a "no-build" condition at 1996 and 2010 levels, a toll-free condition with the tunnel in place, and three additional assignments analyzing three toll rates for the proposed
toll tunnel at 1996 levels. These alternate rate assignments were used to determine the optimum toll rate for -4
use in an assignment with the proposed S.H. 190 route included in the 1995 network. Comparing the two assignments (with and without S.H. 190) provided an estimate of the traffic impact
S.H. 190 will have on the proposed Addison Airport Toll Tunnel. For purposes of this analysis, S.H. 190 was assumed to be opened to traffic by January 1, 1998. The final capacity constrained
computer traffic assignment tested the optimum toll rate at 2010 levels. Annual traffic and toll revenues for the forecast period were prepared based on the traffic assignments, optimum
toll analysis and anticipated annual traffic growth schedule developed in the study. -5
Chapter 2 SOCIOECONOMIC GROWTH CONSIDERATIONS As an integral part of this study, a review was made of socioeconomic and land use characteristics associated with the proposed Addison
Airport Toll Tunnel. Contacts were made with the NCfCOG from whom the latest regional planning data was obtained. Transportation planning models were developed directly from this data
and used by WSA Contacts were also made with planning personnel at the City of Dallas Planning Department as well as within the cities of carrollton, Farmer's Branch and Addison. Throughout
the 1980s the far north Dallas area in which Addison is located has been the focal point of the city's fastest growing suburban sectors. Potential growth is expected to remain strong
into the next decade. As such, the far north Dallas area is rapidly becoming a second regional Central Business District (CBD) which will eventually equal or surpass the current CBD
in employment. Origin/destination surveys conducted by WSA for use in traffic assignment modeling have indicated the primary demand for the proposed airport tunnel will be focused within
several miles of each end of the tunnel. The western portion of the service area is described as an area approximately from Wiley Post Road on the south to halfway between Kellway Drive
and Sojourn Lane on the north and west from the Addison Airport to Marsh Lane. The eastern portion is an area found along Addison Road, running north and south between Sojourn Lane and
Belt Une Road and east to the Dallas North Tollway. This area of primary demand has been identified as producing the majority of the total assigned trips to the proposed project. At
the present time, additional demand does originate farther west within carrollton and Farmer's Branch and farther to the east into the towns of Richardson and North Dallas. However,
the early demand profile will rely primarily on the aforementioned areas of demand. .6
Within the west side of the primary demand area, very large concentrations of office and manufacturing employment exists. Examples of the primary employers within this demand area includes
Intreco, Inc. Reservations Systems which acts as an umbrella organization for American Airlines Data Center and the Hilton and Budget Reservation Systems. Marriott Hotel chain is also
represented within the Intreco network although Marriott does not have an immediate presence in the area. Altogether the total employment within this one operation amounts to nearly
2,000 employees. Other major employers run the gamut between food processors to engineering to telecommunications equipment. Also found in the immediate study area are such companies
as Intellicall, Inc. which has a headquarters in the corridor and employs 400 persons, Forney Engineering which makes control systems for power plants with manufacturing facilities employing
850, while the AJ;.R Manufacturing Company makes and remakes engine blocks for Ford Motor Company, with 350 employed. Within that area there remains many other small warehousing distribution
type operations as well as other office related employment. The eastern side of the primary service area in the town of Addison possesses a great deal of office related employment in
the area previously mentioned. Records from the Addison Tax Assessors Office indicate that this area possesses 409 firrns employing a total of 2,581. To the east of the Dallas North
Tollway, Keller Springs Road currently changes to a two lane secondary arterial which runs through a residential area with little right-of-way on either side to accommodate any large
. scale development particularly of a commercial office or industrial nature. It should be mentioned that a substantial amount of demand for the proposed project results in the presence
of rapidly growing employment areas, particularly in the Town of Addison. This information .is first identified in the regional socioeconomic data set by NCTCOG and later converted into
the trip tables used by WSA in the traffic modeling phase. In one traffic zone alone, located between Keller Springs and Belt Line Roads employment is expected to increase by over 9,000
persons between 1986 and 2010. As a result, related trip making activity in that same zone is estimated to be increased by a factor of almost 10 between 1991 and 2010. -7
Socioeconomic Trends and Projections Table 1 breaks out socioeconomic trends and projections by large Super Zone areas which are defined in Figure 3. Super Zones 7 and 8 represent population,
employment and households found in the primary service corridor of the proposed Addison Airpon Toll Tunnel. While growth rates of all three categories tend to compare favorably to the
regionwide totals in each case, they have now ceased to grow at the once rapid pace experienced in the early pan of the 1980s. For example, housing unit completions in Dallas County
peaked between 1984 and 1985 with a total of 81,038 units coming on the market at that time. Real estate formation declined in each subsequent year after 1984-85. This decline was most
severe in 1989 when the County's completion rate slowed dramatically. In 1989, only 6,412 units were built throughout the County compared to 42,826 completions in 1984. In that same
time period, 1980-85, the combined residential completions of Farmers Branch, Carrollton and Addison peaked, having grown from 28,573 units in 1980 to 45,097 in 1985. Since 1987 only
Carrollton hasseen appreciable residential development although at rates of more than ten times slower than seen during the high point of the mid 1980s. The geographic density of this accumulated
growth in pan necessitates the need for improved East-West linkage through that ponion of the region's transponation network. Both cities grew rapidly during the 1980s. Although this
trend has slowed in recent years due to the national and regional economic slowdown, employment continues to grow at rates that are more rapid than the county.' Data from the NCTCOG
projects county wide employment growth at an annual rate of 1.8 percent during the 19905. Within the primary corridor, average annual growth is expected at rates of 3.1 and 7.4 percent
in Farmer's Branch and Carrollton, respectively, between 1990 and 2000. The demographic data which has been aggregated and displayed in Table 1 is considered to be conservative. Employment
growth between 1986 and 2000, for -8
Table 1 SOCIOECONOMIC TRENDS AND PROJECTIONS POfULATION Average Average Annual Annual SOCIOECONOMIC Percent Percent REGIONS 1986 Change 2000 Change 2010 I I24.9'JO :l. I I'XJ,4.14 L.1
217.2XO 2 85,808 4.7 1(>4.311 2.7 214.6W 3 54,529 4.3 98,171 2.2 121,785 4 38,781 3.5 62,759 2.7 82.190 5 102,298 1.2 120,285 0.3 124.534 6 153.542 1.2 181.851 0.6 192,808 7 114.599
0,7 125,676 0.2 128.660 8 82,408 1.5 101,703 0,6 108,503 9 1,494,925 1.8 1,906,557 1.0 2.110.026 10 106,084 1.5 130,092 0.7 139.492 II 347,728 0.3 363,971 0.2 370.313 12 583.555 1.3
695.131 0.7 742,982 TOTAL 3.289,247 1.7 4,140,951 1.0 4,553.212 EMPLOYMENT 1 39,701 2.5 55,854 1.6 65,781 2 28,050 5.6 59,907 3.0 SO.737 3 47,324 3.2 73,297 1.9 88.241 4 8,643 6.9 21,996
3.2 30,237 5 46,011 2.1 61.196 2.4 77,468 6 121.439 1.7 154,299 0.8 166.764 7 90,526 2.6 129,763 1.2 145,727 8 88,581 2.0 117,155 1.4 134.238 9 856,676 1.9 1,112,548 1.7 1.318,783 10
135,962 2.5 191,239 2.0 234,103 11 236,568 1.5 291,621 0.8 316,126 12 . 373.184 1.4 455.683 1.2 513.2fl/i TOTAL 2,072,665 2.0 2,724,5511 1.5 .1, l7l ,·111 HO!.2SEHOLDS 1 48,965 3.2 76.393
1.6 89,915 (:;,; 2 28,903 5.3 59,452 2.9 79.200 3 20,467 4.6 38,215 2.5 48.796 4 14,641 3.8 24,798 2.9 32,851 5 35,577 IS 43,697 0.5 45.933 6 7 58,676 49,406 1.6 1.0 73,519 56,779 0.7
0.4 79,128 58,928 i . 8 33,271 1.9 43,465 0.8 47,213 9 572,996 2.0 757,810 1.2 850,681 ; ." ;.;-; 10 11 45,015 157,067 1.9 0.6 58,201 170,898 0.9 0.3 63,430 176,032 E{ 12 219.767 1.5
270.060 0.8 291,769 :. 􀁾􀀮􀀠 TOTAL 1,284,751 1.9 1,673,287 1.1 1,863,876 SOURCE: North Central Texas Council of Governments, North Dallas Regional Arterial Needs Assessment Study, September
1988. -9
1 2 -__-I 􀁟􀁾􀁟􀀮􀁅􀀡􀀡􀀡􀀡􀀡􀀡􀀮􀀮􀀠 . ___m____\...\ _ n"" ' ____ j 􀁾􀀠 ---, .....􀁉􀁉􀁾􀀠 4> 􀀭􀁾 '\\ 􀁉􀀭􀁾 (WJ SOCIOECONOMIC REGIONS 􀁾-􀀠 I I 􀀮􀁬􀁬􀁬􀁾 WILBUR SMITH ASSOCIATES________________
_________________________________􀁾􀁾􀁾􀀺􀀺􀀮􀀮􀁊􀀠
example, while expected to average 2.0 -2.6 percent annually in the primary study area, could in fact exceed that pace. The EDS -Legacy project just to the north is one well known example,
which may have been significantly underrated in the regional data set and therefore within the official transportation model used for such purposes as this study. Large office vacancies
in the Dallas North Tollway Corridor could in fact successfully compete for surges in demand for office space once the local economy is revived late in the 19905. In 1985 the city of
Dallas and the North Dallas Chamber of Commerce funded a study to review the land uses and transportation along the Dallas North Tollway. The study concluded that only if extraordinary
measures were taken, such as improved infrastructure and implementation of a mandatory transportation management program, that given the maximum zoning rights in the corridor now available,
land use demand could never be developed given the existing transportation structure. In order to meet the transportation needs of the build-out within the immediate area of the proposed
tunnel, the level of development would require more than tripling the roadway capacity in the area requiring double decking expressways, extensive widening of collector and arterial
roadways and CBD-Iike transit service. Household Income Figure 4 profiles median household income in portions of the primary demand . corridor. Statistics on household income profiles
show that within the primary corridor incomes of $25,000 per year and up amount to about 72 and 73 percent of all households in Farmer's Branch and Carrollton, respectively. Close to
half of all households in these cities had 1990 incomes of between $35,000 to $75,000 per year. Dallas County had 60.3 percent of all households above $25,000 per year and only 33.2
percent between $35,000 and $75,000 per year by contrast.(l) (1) Data provided to individual cities by Donnelley Marketing Information Systems. -10
$10,(J()(){!4,ggg 22'()% $50,000-74,009 $50,000-74,9119 20.0% 12.0% $75,000+ 6.0% CARROLLTON $75,000+ 12.0% 7.0% FARMERS BRANCH $50,000-74,9119 11.0% $75,000+ 30.0% 10.0% DAI..I..AS
$50,000-74,9119 14.0% $75,000+ 16.0% 8.0% 13.0% DAI..I..AS COUNTY ESTIMATED MEDIAN HOUSEHOLD INCOME WILBUR SMITH ASSOCIATES AGURE4 
Other sources of median household income such as Sales and Marketing Management also point to the unusually high household income levels found in and around the project corridor. In
1990, the cities of Richardson and Plano were identified as having median household income levels of $35,083 and $53,710, respectively. Furthermore, the proportion of all households
earning above $50,000 per year was 55.5 percent in the case of Plano and 44.6 percent in Richardson. By contrast, the State and the U.S. reached levels amounting to $25,847 and $27,912,
respectively. Economic Overview -Similar to other metropolitan areas which were dependent on petro dollars in the late 1970s and early 1980s, the Dallas metro area grew until 1986. Employment
in the metropolitan area increased annually during that period at the rate of 4.4 percent in terms of non-farm employment. With the crash of oil prices in 1986 the economic expansion
was notably slow by 1987 resulting from the contraction in the flow of petro dollars and construction related employment which followed and, to some extent, continues at the present
time. According to figures released by the State Comptroller's Office, construction employment in Dallas fell by over 40,000, apprnximately 45 percent, from a 1985 high level mark of
more than 87,000 jobs. By 1990, the reported number of jobs in the construction sector throughout the metroplex was in the range of 46.7 thousand. The rate of decline in construction
employment which had been averaging more than 11.0 percent annually between 1985 and 1990 has now begun to lessen. Between August 1990 and August 1991 the decrease in construction employment
was only 2.7 percent. Another sector of the economy which has been severely impacted in the late 1980s has been the finance, insurance and real estate sector. Energy and real estate
loans have contributed to severe financial problems throughout the metropolitan area's banking system. The peak level of employment in the finance, insurance and real estate sector occurred
in 1986 creating slightly over 133,000 jobs. This sector has lost more than 11,000 jobs through August 1991. However, there are positive signs that the real estate problems of the area
are slowly resolving the declining rate of new foreclosures being posted throughout Dallas County. In 1988 slightly more than 21,000 foreclosures were posted throughout the County while
through all of 1990 the number had fallen to slightly above 16,000. September -11
foreclosures continue this trend with 576 in 1991 compared to 746 the previous September. Other areas of weakness in recent years have focused in the manufacturing sector. Dallas has
an extremely important manufacturing sector which had concentrated in areas of electronics, transportation and industrial machinery. A large portion of the transportation related manufacturing
can be found to be defense related. Therefore, with the decline in demand for U.S. defense related manufacturing as well as the U.S. recession which reduced the demand for U.S. electronic
consumer goods, the region suffered once again. Of course, not all sectors are now showing declines in employment. Employment in the trades, service, government and transportation, public
utilities and communications sectors are showing modest growths. Overall employment is increasing slightly, but at only 0.01 percent between August 1991 over August 1990. The outlook
for the Dallas metropolitan area is positive although not considered robust in the near near term of two years. In terms of the overall employment outlook for the metropolitan area,
the worst performance is likely in 1992 with slight improvements being registered into the short· term with total non·farm employment growing by 1 percent into 1993 and then 1.8 percent
the following year.(2) Construction which had been severely negative is expected to regain a positive growth path along with the finance and real estate industries. Only mining shows
some decline and is relatively unimportant due to its overall percentage of the metropolitan area employment. Unemployment rates which are now near 6 percent are expected to fall to
around 5 percent by 1993·94. The longer term economic outlook for the Dallas metropolitan area is considered promising. As has been the trend over the last decade, service related business
and (2) Texas Comptroller of Public Accounts, The Texas Outlook -Dallas Metropolitan Area, 1991. -12
I employment will grow and dominate while manufacturing and goods producing employment will tend to represent smaller portions of the economic picture. While the economic outlook for
the Dallas metropolitan area will have leverage on the nature of travel demand through the proposed tunnel, it should be pointed out that a large number of companies within the immediate
service area of the project represent national headquarters or businesses with a national orientation. Therefore, while the local economy may respond to the price of oil and the flow
of funds resulting from it in the short-term, other factors related to the larger U.S. economic picture will have a bearing on the service area of the proposed Addison Airport Toll Tunnel
and therefore, may be expected to offset local business cycle turns particularly those of a negative nature. Energy Considerations -Another important factor impacting vehicular travel
is energy price availability. Over the past 20 years, the price and availability of crude oil has has been negatively impacted twice to the point of disrupting normal travel patterns
on the nation's highways and toll facilities. The resulting impact was further complicated during those episodes via an economic downturn which followed specifically in the wake of the
1973 and 1979 episodes. In the past year and a half, between August 1990 and the end of the Persian Gulf war in the early part of 1991 motor fuel prices rose rapidly. The effect did
not seem to create the same impact as in the 1973 and 1979 energy crises. Unlike the earlier situations which were marked by rapid unprecedented price rises and erratic disruption of
supplies, the recent situation was much more orderly and seemingly less unpredictable. Motor fuel prices in Dallas-Fort Worth and throughout the U.S. increased on the order of 30 to
50 percent over the period of October 1990 -January 1991. Although these increases have been unusually rapid, they have not reached the potential levels they could have if prices bad
increased at nominill rates of inflation since 1982. During this time period, average incomes have increased nominally, making the cost of fuel (in real terms) less. In conjunction with
this, the U.s. automobile fleet's average fuel efficiency has also increased from approximately 14 miles per gallon to about 20 miles per gallon. In -13
fact, many automobiles exceed this average, thereby further decreasing the effect of motor fuel price increases. Motor fuel prices for all grades of gasoline in the Dallas-Fort Worth
area increased in late 1990 similarly to prices nationwide, increasing approximately 30 percent during January 1991. Since that time, like prices nationwide, those in the Dallas-Fort
Worth area have also declined although not to levels seen during early 1990. At the present time motor fuel prices in the Dallas-Fort Worth area have declined to levels between $1.10
and $1.15 per gallon. This trend is not so much a result of increased demand for motor fuel, shortages of supply, or a type of panic buying by traders around the world, but it seems
to be primarily the result of increases in taxes at all levels. According to the Petroleum Industry Research Foundation from December 1989 to September 1991 the states and local communities
have raised taxes on gasoline by an average of $0.037 per gallon (more than 20 percent). .\.s of September 1991 the national weighted average gasoline tax charged by states and local
communities beyond the $0.1445 per gallon federal tax -was $0.204 per gallon compared to December 1, 1989's $0.167 a gallon. The Federal government has raised its excise tax by $0.05
(more than 50 percent) during this period and imposed additional new fees. Total gasoline taxes, at $0.348 per gallon, represented a total of 30 percent of the average retail price prevailing
by September 1991. In December 1989 at $0.26, it represented 26 percent of the prevailing retail price. After the closing date of the survey by the Petroleum Industry Research Foundation_from
which this information was obtained, additional tax increases have been imposed: Nevada and Texas at $0.025 and $0.05 per gallon, respectively on October 1, 1991.(3) Despite this trend
of increasing taxation the current level of prices for motor fuel are still within a range which are not expected to impact a motorist's decision to i i purchase fuel and make normal
travel travel decisions. ; (3) Petroleum Industry Research Foundation, Inc., The Rising Tax Burden on Gasoline. December 1991. -14
Ultimately, fuel availability will be the focus of any disruption great enough . to effect travel patterns. The world's shortfall of crude oil, which developed following the Iraqi invasion
of Kuwait, was immediately replaced by worldwide overproduction. In fact, worldwide storage today continues to be at levels which more than meet demand. In addition to that the U.S.
and other international energy agency members of the western industrialized nations continue to coordinate and stock pile petroleum in various ways. The United States continues to increase
its Strategic Petroleum Reserve which at current levels of demand could supply approximately three months of U.S. demand for crude oil. The real value of the petroleum reserve is to
be able to alleviate a panic buying spree should the unlikely event of an oil embargo or other serious form of disruption occur. As we saw during the early days of the Persian Gulf situation
the rise in oil prices was primarily driven by international oil traders and not a Shortage of supply. Overall, the assumptions of supply for motor fuel and prices used for this report
do not contain any unusual disruption or availability constraint. Unprecedented price rise or constrained supplies would potentially impact the annual levels of demand for traffic and
revenue calculated and presented in this report. ·15· 
Chapter 3 RECENT TRAFFIC TRENDS ON CORRIDOR ROUTES Traffic trends in the Addison Airport Toll Tunnel area are reasonably defined by the recorded volumes on the roadways within the limits
of the study area. The town of Addison as well as the county of Dallas, maintains a traffic count data base and provided WSA with available count data at several key locations within
the study area. Annual Traffic Volume Trends Table 2 summarizes the average annual daily traffic for the period from 1982 through 1989 at six selected arterials within the study corridor.
The town of Addison conducts traffic counts approximately every three years. The most recent traffic count data was obtained in 1989 and appears in Table 2. Traffic growth in the north
Dallas area was strong during the period between 1982 and 1986 as evidenced by the 39.4 percent annual growth rate on Midway Road between Wiley Post and Keller Springs Roads. Development
was still expanding rapidly at this time and the impact of the economic recession and the oil production cutback was not reflected until the following period when the area traffic decreased.
In most cases, traffic declines are shown in the next three years, due mostly to the economic downturn. Also during this time period sections of the DNT Extension were opened to traffic
with ramps at Spring Valley and Belt Line Roads opening in the fourth quarter of 1986. The DNT Mainline Barrier, Toll Plaza 2, opened to traffic in the secono quarter of 1987 with the
Keller Springs ramp toll plazas opening in the second quarter of 1989. A summary of the annual toll transactions for the three ramp toll plazas and one mainline barrier of the Dallas
North Tollway within the proposed tunnel corridor are presented in Table 3. : . ·16
Table 2 ANNUAL TRAFFIC TRENDS LOCATION AVERAGE AVERAGE ANNUAL ANNUAL PERCENT PERCENT 1982 CHANGE 1986 CHANGE 1989 (---------------average daily traffic--------------) Keller Springs
Road between Quorum and Dallas Nortb Tollway 5,900 9.1 8,359 (1.7) 7,942 SOujourn Lane between Addison and Voss Road 4,700 2.0 5,091 (7.7) 4,001 Midway Road belWeen Wiley Post and Keller
Springs Road 8,500 39.4 32,137 (1.7) 30,562 Belt Line Road belWeen Midway and Runyon Roads 25,200 11.1 38,435 (1.8) 36,396 Belt Line Road belWeen Dallas North Tollway and Quorum NA 38,084
2.3 40,788 Arapbao Road belWeen Dallas North Tollway and Quorum Roads 8,300 8.8 11,640 (3.7) 10,379 J -17
.....􀁾􀁾􀀠 Table 3 ANNUAL TRAFFIC EXPERIENCE SELECIED TOLL PLAZAS Dallas North Tollway • I--' qo TOLL PLAZA Spring Valley Road Belt Line Road Main Barrier Pia1JI2 (1) Keller Springs
Road (2) 1987 2,421,681 5,028,247 PERCENT CHANGE 3.3 (9.4) 1988 2,501,534 4,555,898 14,249,169 PERCENT CHANGE 7.1 11.5 16.3 1989 2,678,644 5,081,798 16,568,981 PERCENT CHANGE 11.0 11.5
14.6 1990 2,971,984 5,668,078 18,981,408 327,487 PERCENT CHANGE 1.8 5.6 5.6 10.8 3,024,296 5,987,071 20,045,060 362,924 (1) DNT Mainline Barrier, Toll Plaza 2, opened to traffic in June
1987. (2) Keller Springs ramp 1011 plazas opened 10 traffic in May 1989. SOURCE: Texas Turnpike Authority. 1991 
Transactions at the Spring Valley Road ramp toll plazas have grown at an average annual rate of 5.7 percent between 1987 and 1991. Belt Line Road has grown at an average annual rate
of 4.5 percent during the same time period. The mainline barrier, Toll Plaza 2, opened to traffic in June of 1987. The year 1989 showed a 16.3 percent growth over the first full year
of operation and then continued to show a strong growth rate of 14.6 percent into 1990. Ramp toll plazas at Keller Springs Road opened in May of 1989 and showed 10.8 percent annual growth
rate between 1991 and 1990. Monthly Trame Volume Trends Monthly toll transactions for all vehicles using the DNT ramps at Belt Line and Keller Springs Roads are presented in Table 4.
This monthly growth comparison clearly indicates the influence of many events which have occurred over the last several years. f)ne such event is the opening of the Tollway Extension
to Keller Springs Road which included the north mainline toll barrier on June 28, 1987 and the Keller Springs ramp plazas opened May 11, 1989. Over the past 16 months at the Belt Line
Road Toll ramps, the percent change on a month by month basis ranged from 1.5 to 10.7 resulting in an annual percent change of 5.6 percent for 1991 versus 1990. Exceptionally strong
growth continued during the first 12 months from June of 1989 to May of 1990 being influenced by the opening· of the Keller Springs Road ramps. The past seven months reflect a 11.9 percent
growth for 1991 versus 1990. Table 5 shows monthly traffic variations for. ramp plazas on the DNT at Belt Line and Keller Springs Roads during 1991. Average daily transactions peaked
during the month of October at the Belt Line Ramp Plaza reaching 17,295, or 5 percent above the monthly average. The peak month occurred in December at the Keller Springs Road toll plazas
reaching 1,167 or 15.9 percent above the monthly average. Traffic volumes typically are above the monthly average during the months of April through August. -19
Table 4 MONTHLY TRANSACTIONS TREND Dallas North Tollway BELTLINE ROAD TOLL RAMP 􀁾􀁌􀁁􀁚􀁁􀁓􀀠 Percent Percent Percent MONTH 1988 Change 1989 Change 1990 Change 1991 January 328,234
21.6 399,077 14.2 455,725 4.4 475,794 February 334,524 5.1 351,537 19.4 419,824 8.6 455,736 March 377,065 11.7 421,305 15.3 485,773 3.6 503,237 April 365,899 11.1 406,332 13.4 460,821
10.7 510,036 May 371,282 16.1 430,876 13.2 487,920 6.7 520,692 June 390,102 10.6 431,468 11.6 481,442 3.3 497,244 July 383,172 7.9 413,457 14.9 475,075 5.0 498,641 August 407,922 11.1
453,250 11.3 504,262 1.5 511,714 September 386,848 10.2 426,347 6.8 455,279 5.0 478,037 October 401,578 13.3 454,957 9.0 496,057 7.4 532,576 November 385,775 13.9 439,305 7.3 471,236
4.0 490,070 December 423.497 7.2 453.887 4.6 474.664 8.1 513,294 TOTAL 4,555,898 11.5 5,081,798 11.5 5,668,078 5.6 5,987,071 KELLER SPRINGS ROAD TOLL RAMP PLAZAS MONTH 1988 Percent Change
1989 Percent Change 1990 Percent Change 1991 January February March April May June(l) July August September October November December 18,252 19,417 21,673 22,225 22.635 23,582 28.025
61.7 52.5 33.1 15.3 19.2 14.5 8.5 25,264 23,520 27,496 24,973 28,219 29,508 29,617 28,856 25.617 26,988 27,013 30.416 (3.3) 9.7 6.4 20.4 12.7 6.3 6.9 13.0 13.7 14.4 12.1 17.0 24,441
25,811 29,261 30,069 31,804 31,380 31,658 32,603 29,138 30,871 30,288 35.600 SEVEN MONTH TOTAL 155,809 27.1 198,015 11.9 221,538 TOTAL 327,487 10.8 362,924 (1) Filst full month ofoperation.
Ramps opened to traffic on May 11, 1989. SOURCE; Texas Turnpike Authority -20
MONTH January February March April May June July August September October November December AVERAGE Table 5 MONTHLY TRAFFIC VARIATIONS 1991 BELT LINE ROAD RAMP TOLL PLAZA Average Percent
Daily ofAverage Transactions Month 15,348 93.4 15,715 95.6 16,234 98.8 17,002 103.5 16,915 103.0 16,682 101.5 16,194 98.6 16,616 101.1 16,047 '.n.7 17,295 105.3 16,448 100.1 16,667 101.4
16,430 100.0 SOURCE: Texas Turnpike Authoriry. KELLER SPRINGS ROAD RAMP TOLL PLAZA Average Percent of Daily Average Transactions Montb 788 78.5 890 88.6 944 94.0 1,003 99.9 1,045 104.1
1,060 105.6 1,040 103.6 1,010 106.6 994 99.0 1,016 101.2 1,030 102.6 1,167 116.3 1,004 100.0 -21
Variations at the ramp plazas at Belt Line Road are generally shown to be less significant than at Keller Springs Road. The average daily traffic in 1991 for each month ranges from a
high of 105.3 percent of ADT in October to a low of 93.4 percent in January for the Belt Line Road plazas and 116.3 percent in December to 78.5 in January for Keller Springs Road. This
pattern is indicative of a commuter oriented . facility. Daily Tramc Variations Data for the month of June 1991 was used for daily variations for the total DNT System. As shown in Table
6, the peak day continues to be Friday, which averaged 25.9 percent above the average day for five weeks in June. Thursday was next with 18.0 percent above average, while Saturday and
Sunday averaged 78.1 percent and 54.1 percent of average, respectively. This pattern is highly indicative of a commuter oriented facility. Hourly Tramc Variations Hourly traffic variations
at four selected locations within the proposed tunnel corridor are presented in Tables 7 through 10. They represent a Thursday or Friday condition, by direction, during the month of
October 1991. The peaking characteristics of eastbound and westbound traffic on each of the four arterials show up very clearly. Each location indicates a peak period during the morning
hours of 7:00 a.m. and 9:00 a.m. For each of the four locations, the p.m. peak hour occurs between 5:00 and 6:00 p.m. A spike or traffic influx occurs during 12:00 and 1:00 p.m. at each
of the four locations. This hourly data, along with the daily variations discussed previously, illustrates the commuter orientated nature of the major roadways within this corridor.
Vehicle Mix Table 11 presents the vehicle classification mix currently found on the existing -22
Table 6 DAILY TRAFFIC VARIAnONS Dallas North Tollway Total System 1991 DAY June 2 WEEK IlI::!DING June 9 June 16 June 23 June 30 AVERAGE DAY PERCENT OF AVERAGE DAY Monday 99,144 215,610
209,103 210,039 214,248 189,161 96.9 Tuesday 214,514 222,356 221,914 219,830 225,334 220,802 112.8 Wednesday Thursday 224,329 t 232,850 222,255 229,646 224,889 228,135 221,119 229,495
225,303 234,569 223,699 231,059 114.2 118.0 Friday 253,357 237,359 246,652 244,973 249,956 246,459 125.9 Saturday 158,334 151,565 150,134 153,696 150,833 152,912 78.1 Sunday 110,207
104,585 101,021 108,844 105,371 106,006 54.1 SEVEN DAY AVERAGE 184,171 197,634 197,493 198,371 200,802 195,814 100.0 SOURCE: Texas Turnpike Authority. -23
Table 7 HOURLY TRAFFIC VARIATIONS 12 Hour Period(l) Be)t Line Road EASTBOUND WESTBOUND TOTAL HOUR Percent Percent Percent BEGINNING Volume of Total Volume of Total Volume of Totai 7:00
a.m. 1,581 7.6 1,518 8.0 3,099 7.8 8:00 1,503 7.3 1,708 9.1 3,211 8.1 9:00 1,239 6.0 1,201 6.4 2,440 6.2 10:00 1,272 6.1 1,160 6.1 2,432 6.1 11:00 1,482 7.2 1,684 8.9 3,166 8.0 12:00
p.m. 2,284 11.0 1,746 9.3 4,030 10.2 1:00 1,994 9.6 1,532 8.1 3,526 8.9 2:00 1,670 8.1 1,479 7.8 3,149 8.0 3:00 1,649 8.0 1,424 7.6 3,073 7.8 4:00 1,929 9.3 1,584 8.4 3,513 8.9 5:00
2,236 10.8 2,212 11.7 4,448 11.2 6:00 1.875 9.0 1,622 8.6 3,497 8.8 TOTAL 20,714 100.0 18,870 100.0 39,584 100.0 (1) Data collected at survey station location as depicted in Figure 5.
Survey conducted on Thursday, October 3, 1991. -24
Table 8 HOURLY TRAFFIC VARIATIONS 12 Hour Period(l) Lindberg Drive EASTBOUND WESTBOUND TOTAL HOUR Percent Percent Percent BEGINNING Volume of Total Volume ofTotal Volume of Total 7:00
a.m. 320 8.6 303 8.3 623 8.4 8:00 348 9.4 453 12.3 801 10.9 9:00 221 5.9 185 5.0 406 5.5 10:00 180 4.9 178 4.9 358 4.9 11:00 184 5.0 254 6.9 438 5.9 12:00 p.m. 417 11.2 410 11.2 827
11.2 1:00 238 6.4 347 9.5 585 7.9 2:00 238 6.4 215 5.9 453 6.1 3:00 302 8.1 232 6.3 534 7.2 4:00 379 10.2 342 9.3 721 9.8 5:00 581 15.6 488 13.3 1,069 14.5 6:00 309 8.3 262 7.1 571 7.7
TOTAL 3,717 100.0 3,669 100.0 7,386 100.0 (1) Data collected at survey station location as depicted in Figure 5. Survey conducted on Friday, October 4, 1991. 􀁾􀀠. : -25
Table 9 HOURLY TRAFFIC VARIATIONS 12 Hour Period(l) Sojourn Lane EASTBOUND WESTBOUND TOTAL HOUR Percent Percent Percent BEGINNING Volume of Total Volume of Total Volume of Total 7:00a.m.
191 14.0 127 8.7 318 11.2 8:00 121 8.9 87 5.9 208 7.4 9:00 67 4.9 56 3.8 123 4.4 10:00 64 4.7 49 3.4 113 4.0 11:00 93 6.8 82 5.6 175 6.2 12:00 p.m. 131 9.6 127 8.7 258 9.1 1:00 147 10.7
153 10.5 300 10.6 2:00 78 5.7 122 8.3 200 7.1 3:00 98 7.2 106 7.2 204 7.2 4:00 99 7.2 131 9.0 230 8.1 5:00 154 11.3 282 19.3 436 15.4 6:00 123 9.0 140 9.6 263 9.3 TOTAL 1,366 100.0 1,462
100.0 2,828 100.0 (1) Data collected at survey station location as depicted in Figure 5. Survey conducted on Friday, October 4, 1991. -26
Table 10 HOURLY TRAFFIC VARIATIONS 12 Hour Period(l) Trinity Mills Road EASTBOUND WESTBOUND TOTAL HOUR Percent Percent Percent BEGINNING Volume of Total Volume of Total Volume of Total
7:00 a.m. 1,183 11.1 388 4.0 1,571 7.7 8:00 1,367 12.9 607 6.3 1,974 9.7 9:00 800 7.5 568 5.9 1,368 6.7 10:00 630 5.9 473 4.9 1,103 5.4 11:00 628 5.9 770 7.9 1,398 6.9 12:00 p.m. 897
8.4 908 9.4 1,805 8.9 1:00 884 8.3 687 7.1 1,571 7.7 2:00 707 6.7 828 8.5 1,535 7.6 3:00 751 7.1 748 7.7 1,499 7.4 4:00 823 7.7 1,164 12.0 1,987 9.8 5:00 1,102 10.4 1,490 15.4 2,592
12.8 6:00 856 8.1 1,056 10.9 1,912 9.4 TOTAL 10,628 100.0 9,687 100.0 20,315 100.0 (1) Data collected at survey station location as depicted in Figure 5. Survey conducted on Thursay,
October 3, 1991. -27
Table II VEHICLE CLASSIFICATION DELI IJNE ROAD £I} LINDBERG DRIVE '2) SOJOURN LANE '2) IBJI:!!ITY MILLS ROAD (I) TOTAL VEHICLE Percellt Percent Percent Percent Percent CLASSIFICATION
Volume OfTotal Volume OfTotal Volume OfTOIal Volume OfTOlal Volume OfTOlal 1 Two-Axle Vehicles 72,689 97.3 7,190 97.3 2,730 96.6 37,100 97.7 119,709 97.4 2 Two-Axle 6-Tire Vehicles 1,281
1.7 121 1.7 12 0.4 230 0.6 1,644 1.3 , 􀁾􀀠 3 Three-Axle Vehicles and CombillatiollS 559 0.7 22 0.3 63 2.2614 1.6 1,258 1.0 4 Four-Axle Vehicles and CombillatiollS 45 0.1 21 0.3 23 0.8 19 U.I lOS 0.1 5 Five-Axle Vehicles and Combillatioll5 --'1§ 0.2 -1£ M --_5 􀁾􀀠0.2 -􀁾􀀠 Subtotal (Classes
2-5) 􀁾􀀠 .l:.J. ...l22 2.7 ..2l! 3.4 868 2.3 3,195 2.0 TOTAL 74,722 100.0 7,386 100.0 2,828 100.0 37,968 100.0 122,904 100.0 (1) Manual Vehicle C ....ifICllUOD OlunlS conducted for
a 12-nour period on Thursday, October 3, and Saturday, October 5, 1991. (2) Manual Vehicle OassiflCalion Olunls conducted for a 12-bour period on Friday. October 4,1991. 
four roadways. Two-axle vehicles represent approximately 97.4 percent of the total vehicle traffic. Two-axle, six-tire vehicles represent 1.7 percent of the traffic found on Belt Line
and Lindberg Drive, with approximately 0.4 percent of the traffic mix on Soujoum Lane and 0.6 percent on Trinity Mills Road. These two vehicle classifications make up approximately 98.7
percent of the total vehicles. -29
Chapter 4 TRAVEL PATfERNS AND CHARACfERISTICS SURVEY A major effort in the data collection and update stage of this study was to conduct a mailback and roadside motorist interview survey
at four locations within the proposed tunnel corridor. An extensive route reconnaissance effort was included during the early stages of the study to obtain a current measure of travel
distances, speeds, and highway characteristics. Manual vehicle classification count programs were conducted at each of the four survey station locations during a 12-hour period to provide
information on traffic volumes and the mix of vehicle classifications currently in the corridor. Some machine traffic counts were also taken at key locations in the corridor on east-west
routes by WSA The field reconnaissance and motorist interview survey was completed in order to obtain an up-to-date and accurate database from which to estimate the traffic potential
of the proposed Addison Toll Tunnel. Motorist Interview Survey The mailback and roadside motorist interview survey was conducted in October of 1991. This method of surveying allowed
for minimal disruption of traffic. A sample . mail back survey form is shown in Figure A-I of the Appendix. Motorists were asked to complete this questionnaire at their convenience,
and drop it in the mail free of charge to the survey respondent. As shown in the Appendix Figure A-I, questions were asked relative to the motorist's origin and destination, trip purpose,
frequency and vehicle occupancy. Figure 5 depicts the four survey station locations. Placement of the four survey stations was done to maximize the probability of interception of potential
tunnel trips with minimal delay or inconvenience to the motoring public. Survey Stations 1 and 4 were located on the major-east·west routes both north and south of ·30
SOJOURN t T H SURVEY STATION LOCATION MAP WILBUR SMITH ASSOCIATES FIGURE 5 
the Addison Airport. Survey Stations 2 and 3 are located on two minor east-west routes within the proposed project corridor. Table 12 shows the motorist interview survey station locations
and schedule. Four survey stations were operated during daylight hours (from 7:00 a.m. to 7:00 p.m.) positioned along a north-south screenline passing through the Addison Airport. This
table also summarizes the number of usable interviews obtained and corresponding sample size as a percent of passing traffic. Station 1 was located on Belt Line Road between Midway and
Addison Roads. Station 2 was located on Lindberg Road between Midway and Addison. Stations 3 and 4 were located between Voss and Addison Roads on Soujourn and Trinity Mills Roads, respectively.
As shown in Table 12, the total usable coded interviews obtained was 17,821 interviews, or 14.5 percent of the passing traffic. This represented about 68.2 percent sample size. The return
rate ranged between 14.4 percent and 33.0 percent resulting in an average total return rate of 21.3 percent for the entire survey effort. Based on our experience on a national level,
this is considered a reasonable return rate for surveys of this nature. The motorist survey data was factored to 1991 average annual daily traffic levels, and then used in developing
a current profile of motorists in the proposed tunnel corridor. Tabulations of this survey data are summarized in Tables 13 through 15. Table 13 and Figure 6 presents a summary of trip
purpose distribution for each of the four survey station locations. As shown in this table, trips to/from work accounted for the highest percentage of motorists for all stations. This
category, when combined with the "company business" category amounts to over 48.7 percent of the total' responses at all four survey stations. The combined categories of "personal bnsiness"
and "shopping" amounted to 34.4 percent of the total. Table 14 and Figure 7 summarizes the trip frequency distribution by survey station, recorded during the October 1991 surveys. Consistent
with the trip purpose -31
Tab'" 12 MC>'J'ORlSTINfERVIEW SURVEY SAMPLE SIZE October 1991 STATION RQI1I1! Bell Un< Rnad LOCATION -MJ4woy ....-RAIds DAYIIl Thursday 􀁾􀀳􀀠 Saturday 􀁾􀀵􀀠 DIRECTION l:&.bouOO WestbOund
I:&tOOuOO WeI'bound PASSING TRAfFIC 20,714 13,m 16,452 18,686 SURVEY FORMS DllrrBlllU"ffiD 13,588 12,B69 12,310 8,295 NUMBER OF CODED INTERVIEWS 3,389 2,916 I,m 1,336 CODED INTER\(IEWS
AS 6 PIlRCENT OF Passing Survey Forms 􀁾􀀠Distfibulcd 16.4 24.9 155 227 to,8 14.4 7.2 16.1 SAMPLE SIZE 65.6 68.2 14.8 4'1.4 2 Uadber, HAl. Belwccn Midway -aD4A4dJson Friday October 4
EaslbOuod 3,711 2,899 752 20.2 25.9 7&0 ..•... 􀁾􀀠 3 Sojourn ...... Be_V.,.. -a.od AddiSOn Friday 􀁾􀀴􀀠 Wesll.l00Qd 1:&1I>ou"" 3,669 1,366 2,411 906 72' 299 19.1 21.9 29.2 UO 61.5
66.3 Weubc>llDd 1,462 1m 2J!O 19.2 lt9 60.0 4 TrimlY MlJls Rnad Berwceo Voss and Add.Isioo RAIds 􀁾􀀠 0.:_3 I:&lbOund Westbound 10,628 9,61':1 8,146 7,65' 2,134 􀀱􀀮􀁾􀀹􀀸􀀠 :un 19.6
26.2 24.8 76.6 19.0 Safurday 0<1_5 I:&lbouod Weslbound 9,218 8.435 1,331 6.401 1,323 I.IIUO 1';,4 11.9 UW IS." 79.5 75.9 TOTAL 122.904 83,753 17,t:l21 14.$ 21.3 6&2 (I) Survey statiOns
'Were operated {or a 12-hour period belWun 7:00 a.m. and 1:00 p.m:. Values shown 'n 'his UIIbte ale lor the 12-hollf period, 
Table 13 ESTIMAlED TRIP PURPOSE Total Vebicles TRIP PURPOSE Joumey To/From Company Personal STATION(!) Work Business Business School ShoDDin2 Recreation Social TOTAL (--------------------------percen
t----------------------------) 1 31.3 14.0 16.7 1.7 20.1 7.1 9.1 100.0 2 56.6 17.6 11.4 0.9 6.2 3.2 4.1 100.0 3 42.6 8.5 19.4 15.2 9.8 2.1 2.4 100.0 W 4 :38.4 9.4 18.9 2.8 16.7 6.6 7.2
100.0 w• PERCENT OF TOTAL 36.0 12.7 17.0 2.7 17.4 6.4 7.8 100.0 (1) See Table 12 for stations locations. 
Table 14 ESTIMAlED 'TRIP FREQUENCY TOIliI Vehicles TRlfS PER WEEK less Than Six or STATION(t) .QJ.m One 􀁾􀀠Three .f2!!!: Five More TOTAL 1 30.0 11.1 11.1 9.4 4.3 17.6 16.5 100.0 2 12.7
6.3 9.5 8.4 5.8 33.4 23.9 100.0 3 12.2 7.3 8.6 9.3 4.2 29.4 29.0 100.0 .:.. 4 22.9 10.5 9.5 9.1 5.3 20.9 21.8 100.0 f" PERCENT OF TOTAL 25.5 10.3 lOA 9.3 4.7 20.5 19.3 100.0 (1) See
Table 12 for sllItion locations. :<: '..' 
,'U_ Table 15 ESTIMATED VEHICLE OCCUPANCY Total Vehicles VEHICLE OCCUPANCY AVERAGE Five VEHICLE STATIOJII(1) ..2!l!: Two Three Four or more Total OCCUPANCY 1 695 226 4.6 23 1.0 100.0
1.43 2 84.2 125 2.0 0.8 0.5 100.0 1.21 3 73.6 16.3 7.0 1.6 1.5 100.0 1.41 , IN V, l 4 73.1 19.5 4.5 2.1 0.8 100.0 1.38 PERCENT OF TOTAL 72.1 20.5 4.4 21 0.9 100.0 1.39 (1) See Table
12 for station locations. 
15.2% JOURNEY TOIFROM WORK 9.1% RECREATION 7.1% COMPANY BUSINESS 14.0'lb PERSONAL BUSINESS 16.7'lb 1.7'lb STATION ONE BELT UNE ROAD JOURNEYTOIFROM WORK 42.6% COMPANY BUSINESS 8.5% PERSONAL
BUSINESS 19.4% STATION THREE SOJOURN LANE ESTIMATED TRIP PURPOSE TOTAL VEHICLES WILBUR SMITH ASSOCIATES JOURNEY TOIFROM WORK", COMPANY BUSINESS 17.6% PERSONAL BUSINESS 20.1% 56.6% 11.4%
0.9% 6.2% STATION TWO UNDBERG ROAD JOURNEY TO/FROM WORK., 38.4% 2.4% RECREATION 2.1% SHOPPING COMPANY BUSINESS 9.8% 9.4% SCHOOL PERSONAL BUSINESS 18.9% 2.8% STATION FOUR TRINITY MILLS
ROAD SOCIAL 4.1% RECREATION 3.2% RECREATION RGURE6 6.6% SHOPPING 16.7'lb 
S5 r,----------------------------------------------, 5250 STATION ONE 􀁾􀀠 W20 ff 􀁾􀀠15 10 5 o BEL TI.INE ROAD THAN ONE MORE S5 25 STATION THREE 501 SOJOURN LANE 20 25 I-l-Z Z 15 W
if W20 ff 􀁾􀀠 W 15 Il. 10 10 __II 5 5 o LESS ONE l'MJ TIJREE FOUR FIVE SIX OR THAN ONE MORE 􀁓􀀵􀁲􀀬􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾
􀀠 STATION TWO 50 1 LINDBERG ROAO'--􀁾􀀠􀀲􀀵􀁾􀁉􀁾􀀽􀀽􀀽􀀽􀀽􀀽􀀽 w201 ff 􀁾􀀠____________-==_ 􀁾􀀱􀀵􀀱􀀭 10 5 􀁈􀀧􀁦􀀻􀀢􀀬􀀺􀀻􀁩􀀧􀁾􀀠 STATION FOUR 􀀧􀁩􀁾􀀱􀁾􀀬􀁾􀁬􀀬􀀻􀀠 TRINITY MILLS
ROAD Y>';Jh(f'V:: ;. o LESS ONE l'MJ TIJREE FOUR FIVE SIX OR THAN ONE MORE ESTIMATED TRIP FREQUENCY TOTAL VEHICLES WILBUR SMITH ASSOCIATES AGURE7 
distribution results, the highest percentage of surveyed trips were made five or more times per week; 39.8 percent of the motorists responding to the survey. The next highest percentage
related to less than one trip per week. This category represented 25.5 percent of the total motorists responding to the survey. A vehicle occupancy summary is presented in Table 15 and
Figure 8. Between 69.5 and 84.2 percent of motorists passing through the survey station were driving alone. The average for the four survey stations for vehicle occupancies of one, amounted
to 72.1 percent. Approximately 20.5 percent of the vehicles contained a driver and one passenger. The average vehicle occupancy for the four survey locations amounted to approximately
1.39 persons. This occupancy level is comparable to national averages, and is consistent with" the higher proportion of work trips which traditionally have low average occupancies. Typical
Travel Time Distance Relationships The development of the proposed Addison Airport Toll Tunnel will be expected to create a bypass of the Airport by producing continuity for a section
of Keller Springs Road currently being used by traffic destined from the west to the east on Keller Springs Road on either Trinity Mills Road to the north or Belt Line Road to the south.
Travel time studies were conducted on the major east/west routes in this area as well as the existing Keller Springs Road to understand the current conditions by which traffic flows
in the corridor. Table 16 summarizes the anticipated travel distance/time savings produced by the construction of the proposed tunnel. The configuration of the extended Keller Springs
Road will only be attractive to a user group from either the Carrollton or Addison area to the east along the Dallas North Tollway and Richardson, Texas. The most significant time savings,
as presented in the table, is between the University of Texas and Carrollton which amounts to a time savings of 8.4 minutes and a distance reduction of 2.1 miles. These relationships
generally represent current travel conditions; travel time savings may be expected to increase in the future as traffic continues to grow and congestion on competing routes increases.
-361 
ONE 69.5% 22.6% THREE J 4.6% RVEORMORE 2.3% 1.0% "'-,--, ESTIMATED VEHICLE OCCUPANCY TOTAL PASSENGER CARS STATION ONE BELT UNE ROAD ONE 73.6% TWO 16.3% THREE----' 7.0% AVE OR MORE 1.5%
STATION THREE SOJOURN LANE ONE 84.2% TWO 12.5% THREE' 2.0% RVE OR MORE 0.8% 0.5% STATlONlWO UNDBERG ROAD 73.1% TWO 19.5% THREE ------I 4.5% -_•.-RVE OR MORE 2.1% 0.8% STATION FOUR TRINITY
MIlLS ROAD WIlBUR SMITH ASSOCIATES AGURE8 
MOVEMENT BETWflBN From To University Josey Lane ofTexas (Carrollton) DNTand IH35Eand Keller Keller Springs Springs Rd. ..•.., -, l Preston & Marsh Lane Arapaho & Keller Roads Springs
Rd. Preston Keller and West-Springs & grove Marsh Lane Table 16 SAMPLE TRAVEL TIME SAVINGS Proposed Toll Tunnel vs Existing Routing P.M. Peak Travel Period VIA MILES MINUTES Campbell,
Keller 8.7 16.0 Springs, Toll Tunnel Campbell, Belt 10.8 24.4 Line Road and Josey Lane Keller Springs and Tunnel 5.7 13.6 Keller Springs Addison Belt Line, Midway 7.6 20.0 Keller Springs
4.2 11.3 and Tunnel Keller Springs, 4.7 15.6 Midway, Belt Line, and Preston Road PresIOn, Keller, 3.5 9.3 Springs and Tunnel . Westgrovc, Addison Trinity Milts. 5.4 15.7 Marsh Lane SAVINGS
USING ADDISON TUNNEL Miles Minutes 2.1 8.4 1.9 6.4 0.5 4.3 1.9 6.4 
Distribution ofPotential Tunnel Trips An analysis was performed using the computer traffic model developed by NCfCOG at 1991 levels, to identify the origins and destinations of potential
trips. An output from this assignment is the number of trips originating and terminating in 15 superzone groupings. The 743 NCfCOG traffic zones were aggregated together in the windowing
process into 453 traffic zones to which the survey responses were coded. The network zone system was then further aggregated into 15 Super Zones in order to simplify the travel pattern
analysis. Figure 9 depicts the location of these super zone groupings. Tables 17 through 20 presents the percentages of origins and destinations of potential trips utilizing the proposed
tunnel. Super Zone 5 represents the Addison Airport, which is estimated to be the origin or destination of 3.6 percent of all trips using the proposed tunnel. The regional significance
and patronage of the tunnel is evidenced by the fact that 74.6 percent of all potential trips have an origin or destination within Super Zones 1, 2, 3, 4, 5, 6, 7 and 8. Traffic destined
for Super Zones 14 and 15, which include downtown Dallas, makes up approximately 6.8 percent of the potential trips using the tunnel. The patronage of the tunnel will be primarily from
motorists traveling east and west within the eight localized Super Zones listed above. -38
􀁾􀀭􀀭􀀭􀀭􀀭􀀧􀀠 􀀧􀁾􀀭􀀮􀀭􀀭􀁾􀀠 ......􀀭􀀭􀀬􀀭􀀭􀀭􀁾 +---t--------\􀁾􀀭 =..: ------g___ 􀁾􀁾􀁟􀀣􀁌􀁾 m __ t -1-----;. Min (Q \ __",J SUPERZONE GROUPING ! 6W<lU WILBUR SMITH ASSOCIATES
FIGURE 9 
Table 17 TRAVEL PATTERN SUMMARY 1991 Daily Traffic Beliline Road SUPERZONE SUPERZONE NUMBER REGION _1_ ..L .L ..!.. 2..§... .L .JL ..2... JJL lL R 1L 1£ 12... TOTAL 1 14 36 244 435 112
2,799 7% 1,342 375 412 250 28 337 25 7,205 2 4 55 188 11 1,076 356 482 197 224 154 5 236 39 3,027 . 3 30 64 287 46 1,134 721 633 249 318 338 4 287 26 4,137 4 419 356 504 40 21 222 15
78 245 9 29 82 73 163 2,256 5 64 93 56 29 82 22 40 63 5 4 14 38 57 32 599 , 6 1,277 879 1,292 149 121 284 83 122 331 37 72 303 285 45 284 5,564 w 'P 7 902 875 1,097 31 29 245 37 395
4 6 106 289 39 316 4,371 8 1,225 911 1,215 64 73 359 9 276 13 19 247 463 49 233 5,156 9 275 337 552 283 145 766 362 282 119 44 131 93 24 52 72 3,537 10 3% 315 563 11 44 107 4 63 47 94
9 74 1,727 11 271 336 696 4 14 202 35 3 202 9 5 5 64 49 52 1,947 12 6 45 105 72 40 927 85 352 81 111 38 59 27 1,948 13 10 32 31 118 25 548 248 338 32 87 46 24 64 18 1,621 14 310 408
489 103 55 286 49 41 102 9 II 85 72 19 64 2,100 15 􀁾􀀠 30 121 207 J!1 552 219 198 .-!!. 􀁾􀀠 42 24 -2 94 26 1,743 TOTAL 5,197 4,687 7,084 2,021 823 9,589 2,991 3,961 2,771 1,351 1,113
1,m9 1,421 1,469 1,451 46,938 
Table 18 'IRAVEL PATI'ERN SUMMARY 1991 Daily Traffic Undberg Road SUPERZONE SUI'ERZONE NUMBER REGION _1_ ...l... ...!.. 􀁾􀀠 :...L ...2... .L ...L ...2.... lQ.. .!L .ll.. .1.L 1.4..
12.... TOTAL 1 3 411 6 194 72 82 45 28 22 12 875 2 158 6 93 89 25 20 24 18 6 439 3 3 146 10 67 178 10 14 49 17 494 4 238 308 320 37 29 93 15 109 10 22 112 13 48 1,354 5 32 18 Z3 54 44
28 61 18 15 6 21 20 6 346 6 117 112 40 60 80 151 90 10 13 34 41 47 26 61 882 7 141 142 206 11 46 61 41 4 91 38 781 • 8 45 39 30 31 30 7 5 16 5 208 iF> 9 18 26 76 Z3 18 35 5 6 5 5 217
10 27 6 16 5 6 7 6 73 11 25 52 8S 8 14 43 11 5 6 249 12 49 53 5 10 117 13 6 138 9 102 49 8 3 315 14 37 40 13 34 31 12 13 9 189 15 -..1l! -􀁾􀀠􀁾􀀠...2! ...i!! ..!! --...2 --.Ji --338
TOTAL 686 753 739 1,366 305 1,036 589 227 275 91 132 95 304 115 164 6,877 
Table 19 TRAVEL PATTERN SUMMARY 1991 Daily Traffic Sojourn Lane SUPERZONE SUPERZONE NUMBER REGION _1_ .l.. ...L ...L 2..2.L JL JL J!L .!L 1L .!L R 1L TOTAL .,.. .,.. . 1 2 3 4 5 6 7
8 9 10 11 12 13 14 15 82 26 9 12 -260 27 11 88 40 9 9 80 30 -36 23 28 --72 244 18 591 ·69 46 137 66 204 19 106 104 14 81 65 8 83 32 9 8 17 8 18 ...2 9 41 9 3 5 -6 48 21 228 32 9 9 .l!
7· 53 8 -9 159 18 35 17 17 --9 -17 108 36 98 29 15 15 -9 7 23 9 7 9 -53 8 -9 89 8 18 9 -54 9 -113 424 75 1,845 175 88 382 124 261 36 279 152 23 138 85 TOTAL 129 554 87 1,836 192 67 364
68 255 9 318 64 61 133 63 4,200 
Table 20 TRAVEL PATT'ERN SUMMARY 1991 DailY Trallic Thoity Mills Road §Uj!ERZONE NUMBER SUPERZONE REGION ...L ..L ..L 􀁾􀀠 ...L ..&.. .L ...L JL .1lL .lL l1.. JL J.!. .!L IQI&" 1 15
2 4 486 18 40 645 63 4 58 246 67 17 1,665 2 19 804 9 33 528 16 31 15 367 38 4 51 11 1,926 3 6 200 5 254 4 5 200 10 13 697 4 496 S63 231 737 15 61 301 53 517 34 125 511 III 148 515 4,418
5 20 7 61 4 26 92 7 7 23 247 6 39 19 8 45 40 14 209 4 3 381 • 4>ty• 7 8 849 68 877 41 542 7 332 40 50 44 4 11 8 8 4 687 7 52 4 637 144 269 98 19 653 4 5,116 343 9 40 45 403 19 647 6
7 9 299 79 5 14 8 1,581 10 101 22 8 34 4 4 61 12 10 256 11 269 478 243 309 29 68 73 24 229 7 26 82 62 244 2,143 12 29 6 890 79 160 519 150 94 78 37 2 78 23 2,145 13 8 12 115 6 373 8
3 83 21 629 14 111 102 61 183 20 7 132 18 51 86 19 4 15 809 15 ....ll 􀁾􀀠 ..l ..m 30 .Jg ..ill ..1!l .J1 -.lm ..M ---12 􀁾􀀠 1.251 TOTAL 2,os2 2,226 1,112 5.066 275 438 3.990 346 1,607
211 1.707 1.929 509 605 1,534 23,607 
Chapter 5 ESTIMATED TRAFFIC AND REVENUE As part of the preliminary study of the Addison Airport Toll Tunnel completed in June 1991, WSA had previously obtained tile year 2010 North Dallas
focused area model from the NCTCOG. For this final traffic and revenue study, WSA made use of these networks and trip tables and also obtained the 1986 base year network and trip table
for the same model, previously not available. Trame Modelina Methodology The original focused model developed by NCTCOG covered the entire metropolitan Dallas/Fort Worth area. Maximum
network and zone detail were included only in the North Dallas area. The remainder of the metropolitan area outside the primary study area was presented by larger zones and a "skeleton"
network, or major freeway links. These serve the purpose in the model of carrying trips into and through the focused study area. Due to the localized nature of the impact of implementing
the Addison Airport Toll Tunnel, it was decided to create a still more concentrated network by "windowing" out a portion of the network and trip table. The windowed network consists
of the area generally bounded by I.H. 635 to the south, I.H. 35 to the west, F.M. 544 to the north and U.S. 75 to the east. The windowing process was accomplished by first running a
traditional capacity restrained assignment on the complete NCTCOG focused model for both years 1986 and 2010. The minimum time travel paths created by this assignment were saved. Once
the cordon stations around the boundary of the focused windowed network were determined, the trip patterns on the links entering and leaving the windowed area, as well as trips generated
inside the windowed area were retained. The remainder of the network and the trip table consisting of trips not generated within ·43· 
or passing to, from, or through the focused windowed area were eliminated. This greatly reduced the size of the model and yet retained the original trip patterns of the larger focused
model within the windowed area. Once the WSA 1986 windowed network was created, the network was updated to 1991 levels by adjusting speeds and capacities on certain selected links based
on information collected during the route reconnaissance. Additional zone detail was added in the immediate vicinity of the proposed Toll Tunnel. The 1995 "no-build" network was then
created by including the extension of the Dallas North Tollway. Another network was then created at 1995 levels which included the proposed Addison Airport Toll Tunnel. The 2010 windowed
network was updated to include accurate speeds, capacities and committed and funded highway improvements. Trip tables were then created. The 1986 windowed trip table was then grown to
1991 levels using what is called the Fratar process. In this process, the socioeconomic data provided by NCfCOG is used to estimate changes in trip potential for each zone within the
windowed area. Trips from the original 1991 trip table which pass through the links which represent the survey stations where the travel pattern surveys were conducted are removed. These
were replaced by the trip table developed from the travel pattern surveys. This hybrid trip table incorporates a "real world" measure of travel patterns which would be most likely to
use the Addison Airport Toll Tunnel into the model, while still retaining model estimates of other trips in a:rea. After model calibration, traffic assignments were run with this new
hybrid trip table. The traffic assignment was checked for reasonableness, particularly on the links representing the survey stations. When the assignment was judged reasonable, which
resulted in a good base for estimating future travel, the hybrid 1991 trip table was grown to 1995 levels using the same Fratar process. This trip table was then assigned to the 1995
windowing networks; networks; one under the no-build and five with the proposed Tunnel. This included the Turmel toll-free, and with passenger car toll rates of $0.50, $0.75, $1.00,
and $1.25. -44
The traffic assignments were run using a capacity constrained diversion technique. With this technique, the model builds two paths between each pair of zones, one including the Tunnel
link (where appropriate) and the next best path excluding the Tunnel link. The travel cost using both of these travel paths is then computed. The amount of trips using the "free" routes
and the amount diverted to the Tunnel for each zone pair are determined. The travel cost is computed for each toll rate charged on the proposed Tunnel At the same time an incremental
capacity restrained process is occurring, in which the travel times on the links are increased as the speeds change due to increased loading of trips. Therefore, the expected motorists
decision to use a toll or free route, depending on differences in the time and cost to use those routes, is effectively simulated. The same process was repeated with the year 2010 model
with a no-build, toll-free, and alternative toll routes on the Tunnel. The assignment output was -evaluated for reasonableness using a screenline analysis, and a select link analysis.
Minor adjustments were made to the assignment output based on capacity considerations on parallel routes and any trips that may have been assigned to the proposed tunnel that appeared
to be marginal. The trip table, traffic networks and growth factors that were used within this analysis of the Addison Airport Toll Tunnel were initially developed as part of a focus
study in the north Dallas County area by the NCfCOG. The NCfCOG, which has historically developed the basis for the traffic forecasting in the .area, provided updated estimates related
to this specific corridor. The NCfCOG network used in this study contained 678 traffic zones and 65 external stations. Committed highway improvement projects were identified from the
1991 Transportation Improvement Program, provided for use on this project by the NcrcoG. Toll Sensittyity Analysis As discussed previously, traffic assignments were made to the proposed
toll Tunnel under a toll-free condition and under a variety of progressively higher toll -45
rates. The results of this toll sensitivity analysis are shown graphically in Figure 10. Under a toll-free condition, average daily traffic at opening year, 1995 levels is estimated
at a approximately 22,000 daily vehicles. This would be expected to decrease significantly as progressively higher toll rates are introduced. Under a toll rate of $0.50, average daily
traffic estimates are reduced to approximately 12,500 vehicles, and at a toll rate of $0.75, estimated opening year average daily traffic falls to approximately 10,200 vehicles per day.
Annual toll revenues are estimated at slightly more than $2 million at the $0.50 rate. This would be expected to increase to about $2.8 million at the $0.75 rate. Beyond this rate, the
toll revenue curve is shown to begin to flatten considerably, with relatively little increase in revenues. For example, at an assumed toll rate of $1.00 per trip, toll revenue is estimated
at approximately $3.0 million, an increase of about 7 percent in toll revenue over that which would be expected under the toll of $0.75, as a result of the 33 percent increase in toll
rates. The results of the toll sensitivity analysis shows that the optimum toll is generally in the range of $0.75 to $1.00. Tolls above this rate would not be expected to significantly
increase revenues and would significantly dampen the effectiveness of the Tunnel in meeting regional traffic demands. As a result of this toll sensitivity analysis, the toll rates of
$0.75 and $1.00 were used to develop estimated traffic and gross toll revenues for the proposed Toll Tunnel. Based on the existing traffic mix on adjacent routes, passenger cars would
be expected to make up the vast majority of Tunnel users, with total two-axle vehicles accounting for over 98 percent of the traffic. As such, and following discussions with Authority
staff, it is suggested a single toU rate be assessed all categories of vehicles. Due to the large proportion of the anticipated traffic using the Tunnel being passenger cars and the
high commuter use of the facility, it may be more operationally efficient to assess a single toll rate to aU vehicle classes and not vary the toll rate based on the weight or number
of axles of the vehicle. It is 
􀀴􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭__ 0 i 􀁾􀀭􀀭􀀭􀀭􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁲􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀭􀀭􀀭􀀭􀁾􀀵􀀠 $0.00 $0.25 $O.SO $0.75 $1.00 $1.25
TOLL RATES TOLL SENSITIVITY CURVE 1996 LEVELS TOTAL VEHICLES 25 20 15 10 (IJ z 0 b« (IJ_ 􀁾􀀺􀁧 􀁉􀀭􀁾􀀠 􀁾_􀀺􀀺0􀀺􀁬 C§E w <.!:I Cw2 􀁾􀀠 WILBUR SMITH ASSOCIATES FIGURE 10
suggested that the Authority analyze the levels of commercial venicle traffic tnat develops after the project opening to determine if such volume is sufficient to merit a more complex
auditing system and use of a multiple axle toll surcharge. Until such time that the single toll collection per vehicle is amended the Authority has an opportunity to collect tolls at
significant savings. A simple toll collection system will make minimal use of expensive equipment and auditing procedures. Loop detection and modified equipment designed only to secure
monies should prove sufficient. It is understood that more sophisticated equipment and software may be implemented in the future if the vehicle mix warrants. However, revenue estimates
included in tnis report assume all vehicles would be charged the same rate. Basic Assumptions Traffic and revenue estimates for the proposed Addison Airport Toll Tunnel are predicated
on the following basic assumptions: 1. The alignment of the Addison Airport Toll Tunnel will be generally as shown in this report, and constructed with one travel lane in each direction.
2. Access to the proposed toll facility will be limited to the two end points; at the intersection of Keller Springs Road/Midway Road on the west and Keller Springs Road/Addison Road
on the east. Existing Dooley Road wnuld be terminated in a cul-de-sac preventing access to Keller Springs Road. 3. The proposed Addison Airport Toll Tunnel will be opened to traffic
on January 1, 1996. 4. The toll schedule will remain constant, with all vehicle classes being assessed the same toll. The toll rate will not be increased during the projection period.
-47
5 Presently programmed and funded highway improvements in or near the project corridor and identified in the 1991 Transportation Improvement Program are assumed to be in place at or
near the same time that the proposed project is expected to be opened to traffic. 6. No other competing highway projects, toll or toll free, are assumed to be constructed in the project
corridor during the forecast period. 7. The proposed Arapaho Road Extension is not assumed to be constructed at any time during the forecast period, since this project is not yet finalized
and its implementation is generally considered an alternative to the proposed Tunnel, and may not be warranted should the proposed Tunnel be constructed. 8. Proposed S.H. 190 was assumed
to be completed and opened to traffic by January 1, 1998. 9. The proposed Addison Airport Toll Tunnel will be well maintained, efficiently operated, and effectively signed to encourage
maximum usage. 10. The present supply level of motorvehicle fuel will continue to be in adequate supply and the rate of increase in the price of motor fuel will not significantly exceed the overall rate of inflation. 11. No local, regional
or national emergency will arise which would abnormally restrict the use of motor vehicles. 12. The overall level of economic development and growth in the project Corridor will be substantially
as projected in the 2010 travel pattern matrices provided by the NCI'COG for use in this study. Any significant departure from the above assumptions could materially affect estimated
traffic and revenue for the proposed project. 
Estimated Annual Tramc Growth Contacts were made with various planning agencies in the Dallas region in order to ascertain and confirm population trends and projections as well as employment
factors affecting growth in recent years so that traffic growth estimates that might be anticipated for the tunnel corridor could be prepared. Growth factors were developed to reflect
the anticipated growth during the forecast period assuming a 1996 opening year. Table 21 shows estimated annual traffic growth for the proposed Toll Tunnel, with the figures representing
the growth over the previous year in each case. Traffic growth during the early years of Tunnel operation is expected to be relatively high, coincident with significant employment increases
in the local service area, particularly on the east side of the Airport. Normal annual traffic growth is estimated in the range of 5-7 percent per year for the first five years of operation.
This would be expected to decrease somewhat over time, dropping to 3 percent per year and less after 2005. The Toll Tunnel would be added to a travel corridor which already includes
significant alternative routes, as therefore not expected to result in extremely high levels of induced travel demand. It is likely, however, that some additional travel would be induced
by the construction of the Tunnel, particularly for local trips which would recognize significant time savings over the congested alternative routes. Induced traffic growth is estimated
at 6.0 percent in 1996, dropping to 4 percent the following year and 2 percent after the second year of operation. Estimated AveraI' Daily TraMe Estimates and Annual Toll Revenue Average
daily traffic and gross toll revenue estimates for the I5-year projection period under both toll rate scenarios are presented in Tables 22 and 23. -49
Table 21 ESTIMATED ANNUAL TRAFFIC GROWTH SCHEDULE (Growth Over Previous Year) YEAR NORMAL INDUCED TOTAL 1996 7.0 6.0 13.4 1997 6.0 4.0 10.2 1998 6.0 2.0 8.1 1999 5.0 5.0 2000 5.0 5.0
2001 4.5 4.5 2002 4.5 4.5 2003 4.0 4.0 2004 4.0 4.0 2005 3.0 3.0 2006 3.0 3.0 2007 3.0 3.0 200S 2.0 2.0 2009 2.0 2.0 2010 2.0 2.0 ·50· 
Addison Airport Toll Tunnel email toMikeMurphyatmmurphy@ci.addlslon.tx.us phone number at Addison 972-450-2871 AUDITED TRAFFIC COUNTS Opened February 18, 1999 Only the most current audHed
week's information will be sent as the file is getting large. (beginning Apd 21, 1999) Week Daily Date Traffic Total Average 07131/2000 8,578 08/01/2000 8,931 08/0212000 8,848 08/0312000
9,075 08lO4l2ll00 9,527 08/0512000 4,241 08/0612000 3,081 52,281 7,469 
Addison Airport Toll Tunnel email toMikeMurphyatmmurphy@ci.addlslon.tx.us phone number at Addison 972-45[)"2871 AUDITED TRAFFIC COUNTS Opened February 18,1999 Only the most current audited
week's information will be sent as the file is getting large. . (beginning Apiil21, 1999) Week Daily Date Traffic Total Average 07131/2000 8,578 OSi01/2000 8,931 OSi02l2000 8,848 08103i20oo
9,075 OSi04l2000 9,527 0810512000 4,241 0810612000 3,081 52,281 7,489 
Addison Airport Toll Tunnel email toMikeMurphyatmmurphy@ci.addlslon.tx.us phone number at Addison 972-450-2871 AUDITED TRAFFIC COUNTS Opened February 18,1999 Only the most current audited
week's information will be sent as the file is getting large. (beginning April2t 1999) Week Daily Date Traffic Total Average 0713112000 8,578 08/0112000 8,931 08102/2000 8,848 0810312000
9.075 08104/2000 9.527 0810512000 4,241 0810812000 3.081 52.281 7.469 
9:03:25 TOWN OF ADDISON DAILY PUMP STATION ACTIVITY 08/1412000 CELESTIAL ROAD PUMP STATION SURVEYOR PUMP STATION G.S.R. DAllASIIUlBfHOTAL &.SA DAllASIlIUIlifTOTAL MlI.I.BIB. 1m FT. TOIJAYS
TOTAl MAX.I..EW. 19.19FT. •􀁾 TOTAL """illM"""-') MIlI..EW. us FT. 􀁔􀀵􀁔􀀰􀀱􀁉􀁊􀀮􀁾􀀠 cmREIII'l..EW. 14.68 FT. . 1I1111"n IIIIHL 121,017.oot11OO MAX.I..EW. 11.98 FT. 􀀢􀀭􀁾􀁲􀁂􀁭􀁁􀁙􀁓􀁔􀁏􀁔􀁁􀁌􀀺
------------.:==.= ctmIlEHTLE\R 1(,16 FT. TOTAL 111,J61,oooMID DlSIlIW PSI TOTALIlISI:IIMII MIl 56.00 TOIJAYSTOTAL 4,511.ooollOO IlISI:IIMII PSI TOTAL IISOlARti MAX. 81U 'iESlBIlAYS
TOTAL 8,524.IlOO MtI) ruum 71.09 DTHTOTAL 11.f,154.OO(ft1OO MIl 58.80 TOIJAYS TOTAl 467,000 MID MAX. 110.11 YESTBlIlAYS TOTAl 804,000 MGO PIMISfARTS PIMI RIIfIIif(Ii.! TIIS DIS C1IlRBlT
73.49 MONllI TOTAl 10,895,000 MOO Do.V MOIIIII . Do.y MIJNTII PIJIdP SfARTS PIMIRlMIII IIkJ Pill 500111 2 17 6J 7U TIIS DIS Pil2 200111 o 6 9.0 I1J DO.V MOIIIII Do.y MOIIIII Pii3 500111
1 18 11.8 115.9 PfIIIJ1· 1 7 1.8 20.0 Pii4 125111 o 1 0.0 3J PIJII!#2 0 0 0.0 0.0 Pii5 500111 1 f3 12 1015 PIJII!#3 0 7 0.0 24.7 IlIIRATOR o 0.0 WATER TOWER WlRATOR DD.VRDIFNl MO II.
IHIIUVAlIE 19.:J!I FT. RlB.I.£IJB. ctmIlEHTVAlIE 3114 FT. MOIIIII.V_All 0.00 II. MAXIUIVALII: l8.O9 FT. 9S.Ht PfI:V.IIlI. RAllFAil O.ll5 tl. KELLWAY LIFT STATION WEl\'llJ.1..EW. IlISCII.ftIlIlTOTALS
atRVALl( MAXIDIVAll( CIJRIlBITVALl( 195 FT. 12.00 FT. 111.0 FT. TOOAY'STOTAL 'iESlBIlAYS TOTAL MOIITII roTAL 039.900 lI6Il 116,000 lI6Il 2,1J62,0001100 PIJII! STARTS PfIII RlMIII 􀀱􀁉􀁫􀁾􀀠
D.AlY JIIlIlP.l 4 JIIlIl#2 4 DIS MOIIIII 60 60 DIS oo.y MONIH 1.8 28.9 1.5 25.4 D.AlY MAIl MOil. MOftTHlYIlMfAll. 􀁯􀀮􀁯􀁾􀀠 tl. PIIEV.IIlI.RAllFAIl. 0.17 II. DALLAS OUTSIDE ROF CB.ESTIAL
p.s. stmORP.s. TODAY TODAY YESlEmAY YESTOOAY roTAL TOTAL GRAHDTOTAL COlollNTS NAME 
_ 9:03:25 TOWN OF ADDISON DAILY PUMP STATION ACTMTY 08/141200D CELESTIAL ROAD PUMP STATION GSA IWllSHlIBlHOTAI. I!II.I1\'B. lWfT. TooAY'S roTAI. 3,622.IlOO MOO MAX.IMI. It-19FT. YES1BIIIAY'S
TOTI!. 9,05f,0001IIQ) cmrl1\'B. 14.68fT.. MOIiTH roTAI. 1l1,091,00!I100 roTAl.msaE ToomTOTAl. 4,511,iJOO Mal 'iES'llHlAYSTOTAl. 8,524,iJOO IIQ) MONTH TOTAl. tU,154,OO1i!Gl JIIItl STARTS
IUf>ROOJEtJiJ TIIS DIS DAlY IKIKIH DAlY MIlIIll1 Pi1 500111 2 11 U 14.3 P#2 200 III 0 6 e.o 11.3 PI] 500111 1 18 11.8 115.9 !Iii 125111 0 1 0.0 13 Pi5 500 III 1 13 3.2 1015 flIlRATOR
0 0.0 flIlRATOR DAlYIWnIl 0.00 I! FUB.lEVB. MOOllYIW'fAll 0.00 I! 98.B Im.MO.IW'fAll 0.1J5 I! KELLWAY LIFT STATION mYlIll.EIJB. IJISCHAR(I TOTALS MIIMIJIVAllE 19!i FT. TOOAY'S TOTAL
039,000 MOO lIADUlVAllE 12.00 FT. VEsnmAYS TOTAl. 126,000 1100 CIlRREIITVAllE 11.20 FT. 1I0HDl TOTAl. 2,Il62,IlOO MOO JIIItl STARTS JIIItl RIIIIIE1Ii.1 11IS TIIS DAlY MONTH DAlY MONTH
PIMl#1 4 60 1.8 28.9 PIMlt!2 4 60 1.5 25A DAlYRAIlfAll 0.00 I. MONniLY MAll 0.60 I. Im.MO.IW'fAll 0.11 I. SURVEYOR PUMP STATION G.S.R. DlliAS HlIIIfI TOTAl. I!II.I1\'B. 9.95 Fl. TOOAY'STOTAI.
298.000 MOO MAX.11\'B. 11.98 Fl. VESlEImAY'S TOTAl. 197,iJOO MIi) CIlRREIIT I1\'B. 14.16 Fl. tmJ\ TOTAl. 10,361,iJOO MOO TOTAlIllSOWllI TOOA'fSTOTAI. .tfi1,iJOO MOO mlERI)AY'STOTAl.
8Of,OOII MOO MONTH TOTAl. 1l1,895.000 MIlII PIlIP STARTS JII.Ul RIIIIIE IliJ TIIS 11IS DAlY MOIIni DAlY MONTH 􀁊􀁉􀁉􀁉􀁴􀁬􀁾􀀱􀀠 1 7 1.8 20.0 flIMlt!2 0 0 0.0 0.0 1Wlti3 0 7 0.0 24.7
WATER TOWER tuRllElfrVAUl 3114 Fr. !HUIVAllE 19.39 Fl. MmHIVAl.1I: U FT. DALLAS OUTSIDE ROF CElESTIAl. PoS. SIIMYORP.s. TOOAY TODAY 'iESlEmAY VESlEImAY TOTAl. TOTAl. QWiDTOIAI. NAME

9:03:25 TOWN OF ADDISON DAILY PUMP STATION ACTMTY 08/1412000 CELESTIAL ROAD PUMP STATION G.S.R. DAllAS NLUIHT TOTAl. 1III,lPJB. lJJ1 FT. TOOAY'S TOTAl. 3,622,000 MIll MAX. 1.00 19.19
FT. 'rBTERDAY'S TOTAl. 9,05(,000 MIll ClIlREIIT lPJB. 1<1.68 FT. MONTH TOTAl. 121.097,oof1lW IJISCHARiI PSI TOTAL DISCHARil MIt 56.09 TODAYS TOTAl. 4,517,000 MOO MAX. 83M 'l'ESTEIDAYS
TOTAl. 8,524,000 MOO C\Il.mH 71.09 MONTH TOTAl. 114,154,OO1f11GO PlJII STARTS IWROOIE(ltJ lIIS TIIS DAlY MOHJH DAlY MONTH P#1 500111 2 17 M 70 P#2 200111 0 6 0.0 11.3 PIll 500 III 1
18 11.8 115.9 11#4 125111 0 1 0.0 3J P#5 500111 13 31 1015 GEIlRATOR 0 0.0 GEIlRATOR DALYRAIlFALL 0.00 Il. RJB.lPJB. MONTII.YRAIlFALL 0.00 Il. 93.Hi PIlV.MO.RAliFALL o.os Il. SURVEYOR
PUMP STATION G.S.R. DALLASIRIINT TOTAl. 1III,lPJB. 9.95 FT. TOOAYSTOTAI. 􀁾􀁍􀁉􀁬􀁬􀀠 MAX. LFVEl. 17.98 FT. 'l'ESTEIDA'fS TOTAl. 797,000 MIll C\JAIlEIIT lPJB. It16 FT. MONTH TOTAl. 􀀱􀁾􀁊􀀶􀀱􀀬􀁯􀁯􀁯
MIll IJISCIIARG: PSI TOTAl.1ISOIARf£ l1li, 58.80 TOOAYS TOTAl. 467,000 MGI MAX. 80,13 'l'ESTEIDAY'S TOTAl. 804,000 MIll ClIlREIIT ru9 MONTH TOTAl. IO,895,IJOO MIll PUMP STARTS PlUl ROOIE
􀀨􀁉􀁴􀁾􀀠 lIIS TIIS DALY MOHJH DALY MONTH PlUl#1 1 7 1.8 20.0 PlUlf!2 0 0 0.0 0.0 PlJII#3 0 7 0.0 24.7 WATER TOWER CURREIITVAl.II 3114 fT. ItIHIMVAllI 19.39 FT. MAXIIlIVAl.1I 38.09
FT. KELLWAY LIFT STATION DALLAS OUTSIDE ROF YtmmlPJB. DISCHARGE TOTALS CillSTIAL p.s. SlftMYORPS. MllMIJIlVAl.II MAXJU1VALII CURREIITVALII 3.95 FT. 12.06 FT. 11.20 FT. TOOA'fS TOTAL
'l'ESTEIDAY'S TOTAL MOHJHTOTAL 􀀰􀀳􀁾􀀹􀀰􀀰􀀠MOO 126,000 MOO 2,062,000 MOO TOOAY 'l'ES1ERDAY TOOAY 'l'ESlWY PlUl STARTS PlUl ROOIE (It.) TOTAL TOTAL DALY PlUl!il 4 PlUli12 4 TIIS MOIffiI
60 60 DALY 1.8 1.5 TIIS MONTH 28.9 25.4 aJIIII/TS GRAHDTOTAL DALYRAllfALL MOHIIILYRAlfALL PIlV. MO. RAIlFALL 0.00 II. 0.00 II. 0.17 II. NAME 
Table 22 ESTIMA1ED AVERAGE DAIL YTRAFFIC YEAR 1996(2) 1997 1998(3) 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 AND GROSS TOLL REVENUE Addison Airport Toll Tunnel $0.75
Toll Rate Scenario AVERAGE DAILY TRAFFIC 11,600 12,700 13,100 13,700 14,400 15,100 15,700 16,400 17,000 17,500 18,000 18,500 19,000 19,400 19,800 ANNUAL GROSS TOLL REVENUE(1) 3,176,000
3,477,000 3,586,000 3,750,000 3,942,000 4,134,000 4,298,000 4,490,000 4,654,000 4,791,000 4,928,000 5,064,000 5,201,000 5,311,000 5,420,000 􀁬􀁾􀀠 Assumes a $0.75 toll rate for all vehicle
classes. 􀁾􀁩 Assumes opening data January 1, 1996. Assumes SR. 190 will be completed between U.S. 75 and the Dallas North Tollway and opened to traffic on January 1, 1998. ·51· 
YEAR 1996(2) 1997 1998(3) 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Table 23 ESTIMATED AVERAGE DAlLY TRAFFIC AND GROSS TOLL REVENUE Addison Airport Toll Tunnel $1.00
Toll Rate Scenario AVERAGE DAlLY TRAFFIC 9,200 10,100 10,400 10,900 11,500 12,000 12,500 13,000 13,500 13,900 14,400 14,800 15,100 15,400 15,700 ANNUAL GROSS TOLL REVENUE(l) 3,358,000
3,687,000 3,7%,000 3,979,000 4,198,000 4,380,000 4,563,000 4,745,000 4,928,000 5,074,000 5,256,000 5,402,000 5,512,000 5,621,000 5,731,000 Assumes a $1.00 toll rate for all vehicle classes.
Assumes opening date January 1, 1996. Assumes S.H. 190 will be completed between U.S. 75 and the Dallas North Tollway and opened to traffic on January 1, 1998. -52 􀁾􀀠 .... 
Estimated average daily traffic and gross toll revenue under a $0.75 toll rate scenario is shown in Table 22 for the proposed Tunnel. Normal average daily traffic in the opening year
1996, is estimated at 11,600. Annual gross toll revenue generated in 1995, therefore has been estimated to be $3,176,000. As a result of traffic growth from the anticipated development
in the corridor, average daily traffic is estimated to reach 14,400 by the year 2000, generating annual gross toll revenue of $3,942,000. By the year 2005 annual gross toll revenue is
estimated to be $4,791,000, reaching $5,420,000 by the year 2010. Table 23 presents estimated average daily traffic and gross toll revenues under an assumed toll rate of $1.00. Average
daily traffic in 1996 is estimated at 9,200 generating an annual gross toll revenue of $3,358,000 in that year. Under this toll rate scenario, average daily traffic is estimated to reach
11,500 by the year 2000, resulting in an estimated annual gross toll revenue of $4,198,000. By the the year 2005 annual gross toll revenue is estimated to be $5,074,000, from an average
daily traffic volume of 13,900. In the [mal forecast year, average daily traffic is estimated to reach 15,700 generating annual gross toll revenues of $5,731,000. The most current accepted
professional practices and procedures were used in the development of these findings. However, there are sometimes differences between forecasted and actual results, caused by events
and circumstances beyond the control of the fore4:asters and these differences could be material. Estimated 2010 Peak Hour Traffic Volumes Anticipated 2010 peak hour traffic volumes
for the proposed Addison Airport Toll Tunnel and complementary major highway connections are presented in Figure 11 under the $0.75 toll scenario. Traffic estimates for the $1.00 toIl
level would be somewhat lower. Directional volumes are presented for both a.m. and p.m. peak hours. Estimated turning movement volumes are provided at the intersections with Addison
and Midway Roads. -53
---__ KELLER SPRINGS 􀁾􀁏It) (cHO 􀁾􀀽􀁾􀀠 .,... -(\I 􀀭1􀁾0 􀁾􀁏10 􀁇􀀭0 C')C\lC') .J U(> (200)60J (500)700-1> (140)330* LEGEND OOO-A.M. PEAK HOUR (OOO)-P.M. PEAK HOUR ---+--TUNNEL
TOLL N o oa: nT H ',I lH MAIl(; 0 0 􀁲􀁾􀀬􀁊􀁬􀀠 JO !::leAl ( 􀁏􀁾0 􀁎 􀁾􀁾􀀱􀀸􀀵􀀨􀀶􀀲􀀵􀀩􀀠 T"" C\I C') r 90(190) 450(1 􀁧􀁾􀁾􀀠 L75(100) 􀁾􀁏􀁏􀀩􀀠 T"" <0 C') <l--285(700) 􀀭􀀭􀀭􀀫􀁔􀁾􀁾􀁾􀁏􀁉􀁜􀁴
􀀮􀁊􀀡 l: r 390(250) RD 􀁾􀀠 LL 􀁉􀁕􀁾􀁾􀁾􀁁􀁐􀁏􀁁􀁔􀀠 .",. 􀁾'\ til 􀀨􀀹􀀰􀁾􀀠 '£:( 􀀮􀁳􀀾􀁾􀁾􀁏􀀠 􀁾􀀱􀀴􀀰􀀰􀀠 􀁾􀀠 '%􀁾􀁾􀀠 􀁾􀀠 􀁤􀀧􀀱􀀷􀁾􀀠 "Y.J.. 􀀰􀁾􀀠 ::;.t 􀁾􀀳􀀵􀁩􀀱􀀰􀀰 J
(590)730--f> (175)570* Z 0 (/l is o « itr Illlllo 􀁾􀂣􀁾􀀠 oog IllO_ 􀁾􀀼􀁏􀀠􀁾􀀠 ANTICIPATED 2010 PEAK HOUR TRAFFIC VOLUMES WILBUR SMITH ASSOCIATES FIGURE 11
Traffic volumes through the proposed Toll Tunnel during the a.m. peak hour are estimated to be 1,850 vehicles, representing approximately 9.4 percent of the estimated daily traffic.
This would be heavily oriented to the east in the morning peak. Estimated traffic volume during the p.m. peak hour is 2,200, with the major travel direction during the p.m. peak hour
becomes westbound with an estimated 1,300 vehicles. This represents approximately 11 percent of the estimated total daily traffic. -54
APPENDIX A Survey Questionnaire 
"-I -CO f TEXAS TURNPIKE AUTHORITY DEAR MOTOIIJ$!l Th/••UfWy I. undertdln to obll:/n Imporf;ant lntol'l'lllltJon abOut pluent trawl patt,wma nodad tor p/M)nllJlllccM hirWay lmptOwmaiftJ.
Voq.,. .,ba to 􀁣􀁯􀁭􀁰􀁬􀀸􀁾􀀠,ltd IJHfII fh po.'ftIgfJ-pe/d qUllflonna1t8 a' you,. ."",.atconwn..nce. YourcooperatJon wID help the Tun Turnpb 􀁾HlW 􀁾􀁵 bettw. PIH'. help' maQ tnn
",.UbrllQk .UIWY.UCOfINfuJ 'i ",fuming thIi camp/uted fOtm Axf.y. I I 8TA. -" 􀁦􀁾􀀠 Wh.re did you bel1ln thIs particUlar trip In thll dll'KtIon? IncJtlft M.rett Inw'HCtJon, strHt old"""'"
oro"" upl.n.tIon, 141.. altpolf, .hopplllJl mall .. • fe. Pl.... be •• _me..po.tlbt.. CD M./or IntvtMCtlon 01 stINtAdd,.... -CIIy County StIle ZIp Cod. 􀁾􀀠 0 Do you Ih.it ott fbI, MlIi,....?
Y•• No f--􀁾􀀠 2. Wh"", wIlllhI. p.tflcul., flip {In 1111. dl_lion} .11<11 lMlua. "..,..., tnt.rle(;t/on, .rtrNt add,..., 01 othtIr uplatYtfoJlr e.g., .Itpolf, Mopping mall.. • fe. {Should
nol be Il1o ....... .......r 10 Qu.1Iion 1.} 􀁾􀀠 f---MtJor Inte,...(;tion or S1rNt S1rNt Add,.... I I I DAY DIR. HR. DO NOT WRIT!! INTHI8 ARPo 8TA. I ! i N 􀁾􀀠 􀁾􀀠 Co) -􀁾􀀠 .j:IIo
-􀁾􀀠 01 -􀁾􀀠 en -􀁾􀀠 "-I 􀁾􀀠 OJ CIIy COunty stile ZIp Cocte ! Do you 1M>.t 1111. _,..., , Y., No 3. PI.... idolll1fy typo oIvohlclo you ....,. dtMng. {CI__} f. P.&Mng.rcar,plckuporvan
I. 􀁾􀀮ttuckor bU. 2.Molon:yc/tI t. Four·uJIj ftUClC or bu. I. p....􀁾􀀮􀁲 elf, pickup Of Vln 7. FI_fluckorbu. wlfhft.'., 8. 􀁳􀁴􀁸􀂷􀁏􀁦􀁉􀁊􀀧􀁊􀁏􀁮􀁊􀀢􀀧􀁾􀁫􀁏􀁦􀁢􀁗 4. 'fWo.4Xf" atx
URI tNekor bU. 􀀬􀁾􀀠 other 4. Whit waalllo purpo.. 0'1111. flip -..f/I""n 1111. _ (CIn:/o OM) f. JoUrMYfo orfrom WOlle .2. comp.nrBullM.. 8. R. Ii 3. '.rton. Butln.u 7. SOCial 􀁾􀀮􀁾􀀠
4. School IS. HoW 0"-" etch W..k do )'Ou UN fhl.l'OIdway to make fh/. tTfp In fhl. 􀁾foIlIIo abo"" purpo..t {ClroIe one} --Le •• man Moro7!JJIn 1 1 JI 3 4 5 5 S. How m.nypoopl. ""'"
In your ..hlr:l.. I""ludlng IhII drlwr'1 (C1n:/o OM) 1 II 3 4 5 􀁥􀁯􀁲􀁾􀀠 7. Oporarora ctcomm<orcllllvehlr:lo .. pioa.. 1IxI1r:a,.1IIo no_ 0' your ""1110 "'fIantlng h...ntou. ma_1t.
{C/tl;/o OM} 1. No 4._ "'.tflcu. _III. 2. Erplolllvl. 5. 0Ih0r H...ntou. Cllogory 3. F/Ilmm.blo _1111out filII cortI ...n /lyou _ rocolvoll 1110"''''' _ oMI. PIo_ mall t/JJa canl.I.""
..ponJl>/o. Thank you for your COOptltdon. October, 18'1 SURVEY FORM WILBUR SMITH ASSOCIATES FIGURE A-1 
3015 Raleigh Street P.O. Box 190369 • Dalias, 1)( 75219 214-522-6200 • Fax 214-528-4826 NORTH TEXAS TOLLWAY AUTHORfTY May 24, 1999 Ron Whitehead City Manager City of Addison P_ 0_ Box
9010 Addison, TX 75001-9010 Dear Mr. 􀁗􀁨􀁩􀁴􀁥􀁨􀁥􀁡􀁤􀀺􀁾􀀠 The North Texas Tollway Authority (NTT A) is pleased to provide you with a copy of our annual report and annual summary.
1998 was an exciting year for the NTT A, Substantial progress was made toward construction of the President George Bush Turnpike (pGBT) , The two mile section between Midway and Preston
opened to traffic in December. Bonds were sold in September to finance construction of the PGBT from 1-635 to Belt Line Road. At the present time, 15.3 miles of the PGBT are either opened
to traffic or under construction. In addition to construction on the PGBT, the Addison Airport Toll Tunnel was recently completed and opened to traffic. Several potential future projects
of the NTTA were significantly advanced during 1998. A preliminary feasibility study for the Trinity Parkway was completed and showed the ability to support some of the construction
through toll revenues. An interlocal agreement between the City of Dallas and NTT A was adopted by both entities, and the environmental impact study for the project is now underway.
An interlocal agreement was also executed between the City of Fort Worth and the NTTA relative to the design and funding of the proposed Southwest Parkway in Tarrant County. Corridor
studies for the future extension of the Dallas North Tollway (DNT) and connections between the DNT and 1-35 E are presently underway for portions of Collin and Denton counties. The North
Texas Tollway Authority is ready to be an active partner with county and local governments as the mobility and transportation needs of the region are identified, planned and constructed.
We look forward to an exciting and challenging 1999. Best Wishes, Executive Director cc: NTTA Board of Directors ---------...................-.... Jere W. Thompson, Jr., Chairman. Donna
R. Parker, Parker, Vice Chairman. David O. 8lair, JL 􀁾􀀠 Donald D. Dinard; Kay Walls. Kirk Wilson 􀁾􀀠 Leahray $, Wroten Jerry Hiebert Executive Director. Katharine D. Nees, Deputy
t:xecutive DifeclOr 􀁾􀀠 Susan A. BUS$, Treasurer