Although some corridors had enough traffic to support bond financing, the report predicted that motorists would stay on the parallel toll-free roads to a large extent.

Following World War II, the turnpike's continued success prompted other States to use the same financing method.

This growth has exposed concern related to its infrastructure; specifically the lack of thoroughfares that can effectively move the increased vehicle traffic.

The European model is called build-operate-transfer (BOT), which is simply a public–private ownership of a roadway (toll road).

[6] Despite the fact for which the CTRMA stands for or wishes to promote, there are many opposers to the expansion of toll roads within Central Texas.

"[7] TxDOT is in favor of the toll roads, claiming that it simply does not have the funds to provide the anticipated service requirements of the Texas populace.

[10] Phil Russell, director of TxDOT's Texas Turnpike Authority Division, said in a statement, “We simply can’t continue to rely on the gas tax as our sole source of highway funding.

The primary concern leading to the moratorium was that the state was hurting taxpayers in the long run by deviating from its tollway authority model and contracting out roads entirely to private companies.

TxDOT operates three toll roads in Greater Austin (collectively named the Central Texas Turnpike System, or CTTS),[13] six managed-access lanes in the Dallas–Fort Worth Metroplex (branded as TEXpress Lanes),[14] and two toll roads in Greater Houston.

[15][16] TxDOT allows for the creation of toll roads and managed-access lanes through public–private partnerships, officially called Comprehensive Development Agreements (CDAs).

[17] Under a CDA, the design, construction, and maintenance of the road is paid for by a private operator (typically a consortium of investors) in exchange for the right to collect tolls for an extended period of time.

[18] At present, five projects in the state are operated through CDAs:[17] Regional tollway authorities are state-level political bodies established through multi-county agreements.

These authorities are designed as a means for individual or multiple counties to build, operate, and maintain local toll roads or other transportation projects.

The primary purpose for creating the RMAs was to reduce the time and bureaucratic "red tape" in the toll road building process.

The road uses a ticket system that charges travelers based on the time between entrance and exit, allowing the toll plazas to serve as payment for on-site parking.

The program is being paid for through a combination of federal and state funds, and it costs roughly $2.3 million a year to provide the service.

Our nationally recognized, award-winning approach is using a mix of toll revenue bonds, government loans, toll equity grants, right-of-way donations and other funding sources to develop a transportation network that will help address the region's growing congestion problems.