Truck traffic important for turnpike's viability

A driver of an 18-wheeler, fully loaded, pays 18 cents a mile to travel the Ohio Turnpike; the driver of a car pays 4 cents a mile. It doesn't take a rocket scientist to recognize the benefit of increasing truck traffic on the state's superhighway. And yet, there are no facilities that specifically cater to truckers.
To be sure, the millions of dollars being spent on third lane construction, resurfacing, service plaza reconstruction, interchange construction, bridge painting and bridge reconstruction or deck replacement are making the driving experience on the turnpike more convenient and enjoyable.
The domed plazas with their array of eateries, including au bon pain, Krispi Kreme Doughnuts, The Gourmet Bean, Panera Bread and Max & amp; Erma's, are an airy change from the old service areas.
And while there is ample parking for trucks and there are shower facilities for the drivers, these plazas aren't truck stops. Therein lies the problem.
Fortunately, it's a problem that has attracted the attention of Gary C. Suhadolnik, executive director of the Ohio Turnpike Commission, and members of the commission. In an interview last week with Vindicator writers, Suhadolnik outlined how he and has staff have been working closely with the Ohio Trucking Association and representatives of major truck-stop franchises, such as Pilot, TravelCenters of America, Petro, Sunoco and HMS Host Co., on an idea that at first blush makes perfect sense.
Economic boon
The construction of full-service truck stops at both ends of the turnpike would not only meet the needs of drivers, but would be an economic boon to the areas around them. Given the fact that one or two would be built in Mahoning County where the Glacier Hills and Mahoning Valley plazas are now located makes the project all the more attractive to us.
That said, we believe an in-depth study is necessary to not only determine the economic benefits of having truck stops on the turnpike, but to examine the effects of these facilities on existing truck stops. The Mahoning Valley has several facilities that do a booming business.
"Truck companies see this idea, they'd love to get on these toll roads, so we approached them," Suhadolnik said. "Being the first out of the box may not be bad. We may get a better deal."
Indeed, the approach the executive director of the commission is taking is not only unique insofar as public projects are concerned, but limits the turnpike commission's financial exposure.
The decision to proceed will be based on the interest shown by the truck-stop companies. The state would provide the land, but the successful bidder -- the one paying the state the highest fee -- would be responsible for building, operating and maintaining the facilities. Suhadolnik said he would prefer one company operating both the eastbound and westbound truck stops because it would simplify matters for truck drivers.
While we applaud the Ohio Turnpike Commission for exploring ways to increase truck traffic on the highway, we voice our objection to any attempt to make the stretch of Interstate 80 from the Pennsylvania line to the Ohio Turnpike a toll road.
Pennsylvania has talked about charging tolls for driving on its portion of I-80 and Suhadolnik suggested that Ohio may want to consider following suit. He insisted, however, that he has not had any discussions with anyone and that the General Assembly and Congress would have to approve tolls.
The Ohio Turnpike Commission should leave well enough alone.