This decision should come as no surprise to readers of MauledAgain. When commenting, in User Fees and Costs on the proposal in New Jersey to use highway tolls to reduce state debt incurred for unrelated purposes, I wrote:
As an advocate of user fees, I support the notion that toll roads should pay for themselves. The toll should be based on the cost of building, expanding, improving, repairing, maintaining, policing, and monitoring the road. It isn't difficult for a cost accountant to determine how much it costs to operate the New Jersey Turnpike, the Garden State Parkway, or any other toll road. Tolls should be increased as costs increase, and though it is preferable to recalculate the cost each year, it might be easier to use some sort of inflation index and do the cost recalculation every four or five years.And as I mentioned in
What many see as objectionable is the use of toll revenues from a toll road to fund other government projects and functions. I don't think there is a simple yes or no response to the question of whether this is fair, appropriate, or sensible. The analysis I support is one that looks at the impact of the toll road and its use on surrounding residents, neighborhoods, and infrastructure. Traffic volume surrounding a toll road interchange is higher than it otherwise would be, and that generates additional costs for the local government. It makes sense to include in the toll an amount that offsets the cost of widening adjacent highways, installing traffic signals, increasing the size of the local police force, adding resources to local emergency service units, and similar expenses of having a toll road in one's backyard. I understand the argument that because the locality benefits economically from the existence of the toll road and its interchange that it ought not be subsidized by the toll road. It is unclear, though, whether the toll road is a net benefit or disadvantage. If it were such a wonderful thing, why are new roads so vehemently opposed by so many towns and civic organizations?
Using toll revenue to maintain and repair roads and infrastructure far from the toll road is more difficult to justify. Other than relying on arguments such as the maintenance of a high quality state-wide road network that would attract more tourists and business ventures, proponents of siphoning toll revenue to distant areas have a, sorry, tough road to hoe. A better approach would be to impose tolls on heavily used roads in those distant areas. (emphasis added)
Are State Gasoline Taxes the Best Source of Highway Revenue? , "It makes no sense to require drivers using the turnpike or I-80 to subsidize repairs to Routes 1, 3, 320, 252, or 202, to name but a few highways in the southeastern part of the state where I live."
So where does this leave Pennsylvania's need for funds to deal with its transportation infrastructure problems? The Governor used the decision as a springboard to resume hawking his turnpike lease plan. Though some legislators predicted that proposal would not be approved, others appear ready to cave if the amount bid for the lease were increased. In other words, for a high bid, they would be willing to give up control of the turnpike.
Readers of MauledAgain know what I think of the turnpike lease proposal. Here it is in a nutshell, as summarized in Are State Gasoline Taxes the Best Source of Highway Revenue? :
When it comes to leasing the turnpike, all that needs to be said at this point is that it is a terrible idea, at best a short-term solution with a excessive long-term cost, as I explored in Selling Off Government Revenue Streams: Good Idea or Bad? and in Selling Government Revenue Streams: A Bad Idea That Won't Go Away.It is completely foolish and irresponsible to sell the seed corn, no matter what temptations are dished up by the buyer. The buyer isn't trying to give money to the state and its people. The buyer is trying to extract profits, and if there are profits to be extracted, they should be extracted by the state, that is, the people of the state, who essentially are the owners of the turnpike. Listening to, or reading, the comments by members of the consortium holding the winning bid for the lease is not unlike watching a hungry person drool over food.
One legislator noted that there were "few other alternatives" to coming up with the money. He asked, rhetorically, if the alternative of raising the gasoline tax should be considered. Good question. The answer is the same answer I give to the turnpike lease proposal: no.
So what's to be done? The FHA graced its rejection of the I-80 toll proposal with these palliative words: ""We commend Pennsylvania for thinking creatively in trying to find a solution to its transportation needs. Although we are unable to move the application forward, the FHWA stands ready to assist the commonwealth in finding other creative ways to fill the gap." So, let's be creative.
The solution? I've proposed mileage-based road fees several times and I propose the idea again. I supported my support for this approach Are State Gasoline Taxes the Best Source of Highway Revenue? :
It's easy, of course, to pan all three proposals [the turnpike lease, the I-80 toll plan, gasoline tax increases]. It's more difficult to provide a constructive suggestion. Yet in this instance it is easy. As I discussed in Mileage-Based Road Fees, Yet Again, the answer is the mileage-based road fee. As I previously explained in Tax Meets Technology on the Road and in Mileage-Based Road Fees, Again, this fee is not restricted to limited-access highways, does not require the building of toll gates and toll booths, is not dependent on the level of liquid fuels use, can be adjusted for the degree of wear and tear inflicted by the vehicle on roads and bridges, and is easy to administer. It already is being used in other jurisdictions.So here's my question for the Pennsylvania legislature: Are you folks listening? Are you thinking? Are you being creative? Are you seeking help with this problem by reading blogs, especially this one? Or are you stuck in the 20th century, unable to think past that with which you are familiar, hesitant to be daring, reluctant to lead, and too uninformed to understand what 21st century technology can do for the Commonwealth of Pennsylvania and its people? It would be such a delight to hear from you.
The Pennsylvania legislature needs to look beyond the present and consider implementing ideas that are ready to be put in place for the future. Gasoline taxes, tolls, and selling public goods to profit-hungry private enterprises are, or at least should be, strategies of the past. They are being eclipsed by newer, better ideas, and Pennsylvania needs to get on board. It doesn't help when a leading state legislator describes tolls as the "wave of the future," because in doing so, what he demonstrates is a surprising ignorance about the actual wave of the future that already is in the present, namely, mileage-based road fees. With a $1.7 billion annual shortfall in road and bridge maintenance requirements, the Pennsylvania legislature cannot afford to continue functioning in ways that account, at least in part, for the stagnation in the state's population and economic growth.