According to the report, almost 900 vehicles from 14 states and the District of Columbia participated, driving nearly 3.13 million miles across 42 states and Canada. If the hypothetical fee had been in place, the average driver would have paid an additional $7.50 per month compared to the gasoline tax. This is a consequence of both assumed administrative costs of phasing in and administering the fee and the effect of imposing the same fee on all vehicles regardless of fuel efficiency. An ideal mileage-based road fee would adjust not only for vehicle weight but also for fuel efficiency, to account for both the structural impact of road use and the environmental impact of road use.
The surveys revealed that participants’ concerns about privacy dropped 49 percent from the pre-pilot survey to the post-pilot survey. Privacy concerns are one of the most frequently cited reasons given by those who oppose or are leery of the mileage-based road fee. Of course, concerns about a mileage-based road fee onboard module disclosing a person’s location seem unwarranted considering that almost everyone walks around with an iPhone or similar device that constantly tracks location or makes it possible to identify location after the fact. Those who continued to worry cited concerns about the onboard module letting law enforcement know they were speeding.
The report also includes much more information, so I recommend those interested in the concept read the report. The report, and the results it provides, dovetails with the points I have been making for years in posts such as Tax Meets Technology on the Road, Mileage-Based Road Fees, Again, Mileage-Based Road Fees, Yet Again, Change, Tax, Mileage-Based Road Fees, and Secrecy, Pennsylvania State Gasoline Tax Increase: The Last Hurrah?, Making Progress with Mileage-Based Road Fees, Mileage-Based Road Fees Gain More Traction, Looking More Closely at Mileage-Based Road Fees, The Mileage-Based Road Fee Lives On, Is the Mileage-Based Road Fee So Terrible?, Defending the Mileage-Based Road Fee, Liquid Fuels Tax Increases on the Table, Searching For What Already Has Been Found, Tax Style, Highways Are Not Free, Mileage-Based Road Fees: Privatization and Privacy, Is the Mileage-Based Road Fee a Threat to Privacy?, So Who Should Pay for Roads?, Between Theory and Reality is the (Tax) Test, Mileage-Based Road Fee Inching Ahead, Rebutting Arguments Against Mileage-Based Road Fees, On the Mileage-Based Road Fee Highway: Young at (Tax) Heart?, To Test The Mileage-Based Road Fee, There Needs to Be a Test, What Sort of Tax or Fee Will Hawaii Use to Fix Its Highways?, And Now It’s California Facing the Road Funding Tax Issues, If Users Don’t Pay, Who Should?, Taking Responsibility for Funding Highways, Should Tax Increases Reflect Populist Sentiment?, When It Comes to the Mileage-Based Road Fee, Try It, You’ll Like It, Mileage-Based Road Fees: A Positive Trend?, Understanding the Mileage-Based Road Fee, Tax Opposition: A Costly Road to Follow, Progress on the Mileage-Based Road Fee Front?, Mileage-Based Road Fee Enters Illinois Gubernatorial Campaign, Is a User-Fee-Based System Incompatible With Progressive Income Taxation?. Will Private Ownership of Public Necessities Work?, Revenue Problems With A User Fee Solution Crying for Attention, Plans for Mileage-Based Road Fees Continue to Grow, Getting Technical With the Mileage-Based Road Fee, Once Again, Rebutting Arguments Against Mileage-Based Road Fees, Getting to the Mileage-Based Road Fee in Tiny Steps, Proposal for a Tyre Tax to Replace Fuel Taxes Needs to be Deflated, A Much Bigger Forward-Moving Step for the Mileage-Based Road Fee, Another Example of a Problem That the Mileage-Based Road Fee Can Solve, Some Observations on Recent Articles Addressing the Mileage-Based Road Fee, Mileage-Based Road Fee Meets Interstate Travel, and If Not a Gasoline Tax, and Not a Mileage-Based Road Fee, Then What?>.
The report, in suggesting how to create support for a shift from traditional highway funding sources to a mileage-based road fee, notes that “Change is Hard.” Indeed. Most people, but for the most adventuresome, resist change. Examples abound. Someone tries to introduce a child, spouse, companion, or friend to a new food and very often the resistance is met with phrases like, “Try it, you’ll like it.” And often, the person tries it, and discovers that, indeed, they do like it. Change is hard because of the fear of the unknown, the comfort level of the known, and the lack of confidence in the ability to adapt.
What the Coalition’s surveys and focus groups demonstrate is that a person’s perception often changes when the person moves from an observer or a theoretical contemplator to a participant. That’s not news. What is news is the groundwork that these pilot programs are building. I suggest that there should be more pilot programs, throughout the nation. Instead of 800 participants, there should be thousands and tens of thousands. As participants share their reactions, which surely will parallel those of the participants in the pilot project of which I was a part, others will become less resistant, less afraid, and more willing to try it to see if they like it. It works that way with new restaurants, new ice cream flavors, new fashions, and new movies. It should work that way with the mileage-based road fee. Try it. You might find out, probably will find out, you like it, and like the improved transportation infrastructure it provides.