Who Owns the Toll Roads in the United States? 2026 State-by-State Ownership Breakdown

You pay a toll, the money vanishes into an app, and you never once wonder where it goes. Turns out, the answer is way more complicated than you’d expect.

The short answer: toll roads in the US are owned by a mix of state agencies, regional authorities, and private corporations. No single entity runs the whole show. You have government highways, semi-independent toll authorities, and multinational companies holding revenue rights for the next 50 to 99 years.

Understanding who owns the road matters more than most people realize. It affects toll rates, maintenance quality, revenue reinvestment, and whether your EZ-Pass even works. So let’s break it all down.

Why Toll Road Ownership Matters in 2026

The US is at a real crossroads with road funding right now. The federal Highway Trust Fund is projected to hit a zero balance by fiscal year 2028. Meanwhile, the Federal Highway Administration (FHWA) requested $64.3 billion in its FY2026 budget to keep infrastructure investments moving under the Infrastructure Investment and Jobs Act (IIJA).

States can’t wait around for federal money to cover everything. That’s why more of them are turning to toll revenue to fund new construction and maintenance. The result is a patchwork system where ownership structures vary wildly from one state to the next.

Why does ownership specifically affect you?

• Ownership determines who sets toll rates
• It decides whether profits stay in your state or flow to an overseas investment fund
• It shapes road maintenance standards and reinvestment timelines
• It controls whether different transponders work across state lines

The International Bridge, Tunnel and Turnpike Association (IBTTA) now guides the industry through a 2026 to 2030 strategic plan that focuses on road usage charging (RUC) as a long term replacement for fuel taxes. That shift is already underway, and ownership structures are evolving fast alongside it.

The Three Main Types of Toll Road Ownership

Before going state by state, it helps to understand the three main buckets that all toll road ownership falls into. Each type works differently, and each one affects drivers in different ways.

Type 1: State Owned and State Operated

These roads belong to the state government and are run by a state agency or department of transportation. Revenue generally stays in the state and funds road maintenance or transit budgets.

Examples include:

• Florida’s Turnpike (Florida DOT)
• New York State Thruway (New York State Thruway Authority)
• Ohio Turnpike (Ohio Turnpike and Infrastructure Commission)

Type 2: Independent Toll Authorities

These are semi-public agencies created specifically to manage toll infrastructure. They operate with their own boards, bond issuing authority, and financial structures. They are technically public but function more like independent organizations.

Examples include:

• New Jersey Turnpike Authority
• Port Authority of New York and New Jersey
• Central Florida Expressway Authority

Type 3: Private Operators Under Long-Term Concession Agreements

This is where it gets interesting. Some states signed long-term deals giving private companies the right to collect tolls, sometimes for 75 to 99 years, in exchange for an upfront payment or ongoing investment. The private operator runs day-to-day operations and keeps toll revenue above a negotiated floor. The FHWA’s public-private partnership primer explains exactly how these concession structures work.

Examples include:

• Indiana Toll Road (IFM Investors, an Australian fund)
• Chicago Skyway (Atlas Arteria, 66.67% stake under a 99-year lease)
• I-66 Outside the Beltway in Virginia (Cintra/Ferrovial)

The Major Private Operators You Should Know

Private ownership of US toll roads has become a global business. Several international infrastructure companies now hold significant stakes in American highways. Here is who they are and what they control.

Cintra (Ferrovial)

Spanish operator Cintra is a subsidiary of Ferrovial and has its US headquarters in Austin, Texas. The company manages five major US concessions representing roughly 9 billion euros in investment.

Cintra’s 2026 US portfolio includes:

• LBJ Express (Texas)
• North Tarrant Express and NTE 35W (Texas)
• I-77 Express Lanes in Charlotte, North Carolina
• I-66 Outside the Beltway (Virginia)

Transurban

Australian operator Transurban dominates the Northern Virginia market. It runs the Express Lanes network on I-495, I-95, and I-395 in partnership with VDOT. The system uses dynamic pricing that adjusts toll rates every few minutes based on live traffic conditions.

Atlas Arteria

Another Australian based company, Atlas Arteria holds stakes in two major US assets.

Atlas Arteria US holdings:

• Chicago Skyway: 66.67% interest, operating under a 99-year lease that expires in 2104
• Dulles Greenway (Virginia): 100% economic interest, currently in discussions about toll-setting authority under Virginia law

Abertis

Global operator Abertis is owned by Mundys and ACS Group and has expanded significantly in the US since 2020.

Abertis US holdings:

• Elizabeth River Crossings (Virginia): Acquired 100% of the Downtown and Midtown Tunnels concession in 2020, running through 2070
• Puerto Rico: Manages PR-22, PR-5, and was recently awarded PR-52 and PR-66 through its subsidiary Metropistas

2026 Major Toll Rate Increases at a Glance

Most major toll authorities raised rates in early 2026. PrePass published a consolidated breakdown of 2026 toll rate changes across the country. Here is a quick summary of what changed at the biggest agencies.

Deep Dive: State-by-State Ownership Breakdown

Every state handles toll road ownership differently. Some rely on state agencies, others hand over control to regional authorities, and a growing number have brought in private operators. The FHWA maintains the official national toll facilities database tracking all active facilities by state and owner type. Here is the full picture by region.

Northeast

The Northeast has the most complex toll infrastructure in the country. Large semi-public authorities dominate the region.

New York

The New York State Thruway Authority (NYSTA) maintains the 570-mile Governor Thomas E. Dewey Thruway. It is a state authority with its own board and bonding power.

The MTA Bridges and Tunnels division runs seven bridges and two tunnels in New York City. It implemented a 7.5% toll increase in early 2026 to stabilize post-pandemic finances.

New Jersey

The New Jersey Turnpike Authority (NJTA) owns and operates both the New Jersey Turnpike and the Garden State Parkway. It is an independent public authority. Both roads saw a 3% toll increase on January 1, 2026, tied to capital needs.

New York and New Jersey (Shared Assets)

The Port Authority of New York and New Jersey (PANYNJ) operates the most critical bridge and tunnel crossings in the region. This includes the George Washington Bridge and the Lincoln Tunnel. On January 4, 2026, PANYNJ raised tolls by 3% to support its $45 billion capital plan for 2026 to 2035.

Pennsylvania

The Pennsylvania Turnpike Commission runs one of the oldest toll roads in the country. It is a state created independent authority. The Commission has faced political scrutiny over using toll revenue to partially fund transit systems rather than road maintenance alone.

Massachusetts

After the old Massachusetts Turnpike Authority dissolved, the Massachusetts Department of Transportation absorbed toll operations. The I-90 (Mass Pike) is now directly state operated, which is a cleaner arrangement than many other states have.

Connecticut and Rhode Island

Connecticut does not operate traditional highway tolls as of 2026, though congestion pricing debates continue. Rhode Island operates tolls on certain bridges through the Rhode Island Turnpike and Bridge Authority. The state is also pushing back truck tolling discussions to at least 2027.

Delaware

Delaware manages the Delaware Turnpike through DelDOT and oversees the Delaware Memorial Bridge through the Delaware River and Bay Authority (DRBA). It sits on one of the highest-volume toll corridors in the country along I-95.

Southeast

Florida leads the Southeast by a wide margin in toll network scale and financial strength.

Florida

Florida’s Turnpike Enterprise (FTE) is a business unit of the Florida DOT managing more than 500 miles of road, including the Mainline and the Sawgrass Expressway. In early 2026, S&P Global Ratings assigned a ‘AA’ rating to FTE’s $266.52 million Series 2026B revenue bonds, citing strong market position and steady traffic demand.

Florida also has active regional authorities. The Florida Transportation Commission’s Toll Authority Monitoring and Oversight report tracks all of them.

Georgia

Georgia is one of the biggest stories in US tolling right now. The SR 400 Express Lanes project reached financial close in late 2024 and broke ground in early 2026. This is a $4.6 billion public-private partnership between GDOT and “SR 400 Peach Partners LLC,” a consortium of Meridiam, ACS, and Acciona.

What makes this deal unique: the private consortium paid GDOT a $3.8 billion upfront concession fee, which the state is using to fund non-tolled road projects elsewhere. The road is being built with enhanced concrete designed to last 50 years to protect the long-term revenue stream.

North Carolina

The NC Turnpike Authority operates the Triangle Expressway and other facilities as a division of NC DOT. Spanish operator Cintra separately runs the I-77 Express Lanes in Charlotte under a long-term P3 agreement. That project has generated local debate over revenue risk and state profit sharing.

Virginia

Virginia is one of the most privatized states in the country. Express lanes on I-66, I-95, I-395, and I-495 are managed under long-term concession agreements. Transurban runs the Northern Virginia network. Cintra holds the I-66 Outside the Beltway concession. Abertis owns the Elizabeth River Crossings tunnels in Norfolk and Portsmouth through 2070.

The Elizabeth River Crossings program also runs a Toll Relief Program through 2037, providing $500,000 annually to offset costs for low-income residents in the area.

Midwest

The Midwest is a mix of strong public authorities and high-profile private concessions.

Illinois

The Illinois State Toll Highway Authority (ISTHA) manages a 294-mile system around Chicago. The entire network now runs on I-PASS and E-ZPass technology with no cash lanes remaining. The Chicago Skyway, however, is a separate story. Atlas Arteria holds a 66.67% interest in the Skyway under a 99-year lease expiring in 2104.

Indiana

The Indiana Toll Road is a textbook case of privatization. Indiana signed a 75-year lease in a landmark 2006 deal. After the original private operator went bankrupt, IFM Investors, an Australian infrastructure fund, acquired it in 2015. In early 2026, IFM announced a new $10 billion policy blueprint aimed at unlocking further pension capital for US infrastructure.

So yes, when you drive across northern Indiana, your toll dollars flow to an Australian pension fund.

Ohio

The Ohio Turnpike and Infrastructure Commission runs the Ohio Turnpike along I-80 and I-90. This is a state commission, publicly controlled, with revenues earmarked for statewide transportation projects. Ohio has consistently resisted full privatization efforts.

Michigan

Michigan’s biggest story in 2026 is the Gordie Howe International Bridge. The bridge is jointly owned by the State of Michigan and the Government of Canada through the Windsor-Detroit Bridge Authority.

In February 2026, the Trump administration threatened to block the bridge’s opening, demanding that the US own at least 50% of the asset. That directly challenges the 2012 Canada-Michigan Crossing Agreement, which gave Canada construction funding rights in exchange for future toll revenue.

Meanwhile, the competing Ambassador Bridge remains privately owned by the Moroun family, who recently raised passenger vehicle tolls to $10 to maintain their competitive position.

Kansas and Oklahoma

Kansas merged its Turnpike Authority into KDOT years ago, making it one of the few states where toll roads sit directly inside the DOT structure. Oklahoma operates its system through the Oklahoma Turnpike Authority, an independent state agency with its own financing.

Missouri

Missouri offers an unusual case. The Lake of the Ozarks Community Bridge, originally a nonprofit-run P3, paid off its construction debt in April 2024. By July 2024, the bridge transferred to MoDOT and became toll-free. However, as of February 2026, the Missouri legislature is advancing HJR 194, a constitutional amendment that would authorize new toll roads on interstates to address future funding shortfalls. Missouri may not stay toll-free for long.

Southwest and West

Tolling in the West is mostly about managed express lanes and specific bridge projects rather than traditional turnpikes.

Texas

Texas runs the most complex toll environment in the country. TxDOT’s official toll road page outlines the full breakdown. Ownership is split across multiple entities.

The biggest Texas development in recent years was TxDOT’s October 2024 “termination for convenience” on SH 288. The state paid $1.7 billion to buy back the road from private developer Blueridge Transportation Group.

After reclaiming it, TxDOT cut toll rates by nearly 50% on the Harris County portion. The FHWA project profile for SH 288 details the full history of this concession and buyback.

Colorado

The Colorado DOT manages toll express lanes. The E-470 corridor near Denver is operated by the E-470 Public Highway Authority, an independent regional authority.

California

Caltrans does not operate standalone toll roads in the traditional sense. The Bay Area Toll Authority handles bridge tolls. The Golden Gate Bridge, Highway and Transportation District independently manages Golden Gate Bridge tolls. Express lane management involves regional agencies and private operating contracts depending on the corridor.

California’s Transportation Corridor Agencies (TCA) in Orange County hit a milestone in early 2026, receiving credit rating upgrades from Moody’s and paying down $47 million in bonds ahead of schedule.

Oregon and Washington

Oregon is a battleground for tolling policy. The state DOT wants to implement tolls on I-5 and I-205, but a 2026 “Voter Approval for New Tolls” initiative is currently on the ballot and could block all new tolling without a direct popular vote.

Washington is expanding its express lane network. The SR 167 completion project is scheduled to open in late 2026, adding more tolled capacity to the state system.

Mid-Atlantic

Maryland

The Maryland Transportation Authority (MDTA) operates the Bay Bridge, Baltimore Harbor Tunnel, Fort McHenry Tunnel, and other major facilities. It is a fully public state authority with no private concession deals.

West Virginia

The West Virginia Parkways Authority manages the West Virginia Turnpike. Small by national standards but fully public and state governed.

Delaware River Region

The Delaware River Joint Toll Bridge Commission (DRJTBC) confirmed that 87% of personal vehicle transactions now use E-ZPass. The remaining 13% who pay “Toll by Plate” now face a $5.00 charge versus $2.00 for E-ZPass holders, covering the administrative cost of mailing invoices.

States Without Toll Roads in 2026

Not every state has toll roads. The following states currently operate with essentially no tolls on major highways.

Toll-free states as of 2026:

• Alaska (only the Anton Anderson Memorial Tunnel, with a nominal toll managed by Webber/Ferrovial)
• Arizona
• Arkansas
• Connecticut (highway tolls)
• Hawaii
• Idaho
• Michigan (most roads)
• Montana
• Nebraska
• Nevada
• New Mexico
• Oregon (most roads)
• South Dakota
• Tennessee
• Wisconsin
• Wyoming

These states rely primarily on fuel taxes and federal highway funding. As electric vehicle adoption grows and gas tax revenues fall, several of these states are studying tolling options. The toll-free status may not last much longer for some of them.

The Technology Shift: All-Electronic Tolling

By 2026, All-Electronic Tolling (AET) has become the standard across nearly all major US toll facilities. The shift is driven by the need to cut high labor costs tied to manual toll collection.

The Maine Turnpike Authority’s 2026 budget reports that 71% of its $58.9 million operating budget goes to personnel costs. Automation is the primary strategy to bring that number down.

AET has also pushed agencies to create clearer interoperability agreements. The E-ZPass consortium now spans more than 40 agencies across 19 states. But fragmentation remains a real issue.

Why your transponder may not work everywhere:

The IBTTA’s data and resources hub tracks the technology roadmap pushing toward a unified system, but full national interoperability is still years away.

The Privatization Debate: Wins, Losses, and Buybacks

The privatization wave of the 2000s produced some well-known failures. The Chicago Skyway and Indiana Toll Road’s original private operators both ended up in bankruptcy after overestimating traffic growth. New owners stepped in, but the experience raised serious questions about how risk is actually shared in these deals. The FHWA’s overview of public-private partnerships lays out how these arrangements are structured and where they have succeeded or struggled.

Key criticisms of private toll concessions:

• Toll increases are contractually locked in, sometimes regardless of public opposition
• Governments give up operational control for decades
• Some contracts include non-compete clauses that restrict building nearby free roads
• Bankruptcy proceedings stall improvements and create uncertainty

The case for private involvement:

• Upfront capital payments give cash-strapped states immediate funding
• Private operators often bring specialized technology and management expertise
• Performance standards written into contracts can enforce maintenance timelines
• Risk of traffic shortfalls shifts at least partially away from state budgets

The trend since roughly 2015 has moved back toward public-managed express lanes with private operating contracts rather than full ownership transfers. The Texas SH 288 buyback is the clearest signal of that direction.

Environmental and Social Trends in Toll Road Ownership

Ownership of toll roads in 2026 is increasingly shaped by ESG (Environmental, Social, and Governance) priorities. Institutional investors now demand it.

Both Abertis and Cintra have launched “Future Roads Labs” to bring AI-driven safety monitoring and carbon reduction initiatives into their concessions. The I-66 project in Virginia includes dedicated eco-driving awareness programs and park-and-ride facilities tied to its Sustainable Development Goal commitments.

Social equity has also become a legislative issue. The Elizabeth River Crossings program in Virginia extended its Toll Relief Program through 2037, providing $500,000 annually to help low-income residents in Norfolk and Portsmouth afford daily commute costs.

Toll ownership is no longer just a revenue question. It is increasingly a social contract.

Major Private Toll Concessions Summary (2026)

Here is a snapshot of the largest active private concessions in the US.

What the Next Five Years Look Like

The landscape will keep shifting. Several clear trends are already shaping where ownership is headed.

1. More Buybacks Following the Texas SH 288 model, states with high-performing P3 assets may move to terminate concessions early and recapture revenue. The key question is whether states can secure the $1 to $2 billion in buyback capital needed.

2. International Sovereignty Conflicts The Gordie Howe International Bridge dispute highlights what happens when trade politics collide with long-standing international infrastructure deals. Expect more of these tensions as nationalism intersects with globally owned US infrastructure.

3. The Toll-Free Erosion States like Missouri and Tennessee that have historically avoided tolls are increasingly looking at managed lanes as the only viable path to urban expansion. Missouri’s HJR 194 shows how fast that position can shift when funding runs short.

4. Technological Convergence Near-universal AET and expanding interoperability hubs are creating a de facto national toll network, regardless of who owns each individual road.

5. Road Usage Charging IBTTA is actively pushing RUC as a successor to fuel taxes. As EVs grow and gas tax revenue falls, per-mile charging tied to specific roads and corridors will become politically necessary.

The Road Belongs to Everyone, But the Revenue Doesn’t Always

The single biggest thing to take away from all of this: when you pay a toll in 2026, you might be funding your state’s infrastructure, a regional authority’s bond payments, or an Australian pension fund’s portfolio returns. It depends entirely on which road you’re on and when that concession deal was signed.

Toll road ownership in the US is layered, fragmented, and increasingly global. The state holds the title. A regional authority may run the customer service. A private international fund may hold the revenue rights for the next 50 years. All three can be true at the same time.

Next time you hit a toll plaza, you’ll know exactly who is holding out their hand. And that knowledge is more useful than you might think, especially when your state legislature starts debating the next big infrastructure deal.

Pavithra Vinoth

Pavithra Vinoth is the founder of nytollsinfo.com, where she simplifies U.S. toll systems through expert insights and custom-built calculators. Her research-driven tools help drivers avoid costly mistakes and make smarter car decisions.