Fortunately, I’m not the only person trying to educate people on the “we won’t raise things called taxes but we’ll get you in other ways” anti-tax scam. In N.J., Pa. Tap Toll-Road Funds for General Road Projects, Paul Nussbaum, a Philadelphia Inquirer staff writer, describes how Pennsylvania and New Jersey have been diverting tolls from toll road maintenance to other projects. Those responsible for the toll roads project that over time those roads will deteriorate because of decreased monies available for maintenance.
There are some who argue that tolls should be diverted to other uses. The reasoning is questionable. One advocate claims that because the “transportation network is interconnected, . . . it makes sense to use toll revenue on projects that reduce traffic congestion” on the toll roads. Wait. It makes sense to divert revenue so that revenue can be decreased through reduced usage of the toll road? Why not a fee on train passengers to pay for the bridges that toll roads need to build to go over or under railroad tracks? The silliness of that question demonstrates the weakness of the toll diversion justification argument. When New Jersey’s governor proposed the toll-diversion scheme, I took it apart in User Fees and Costs, and the followup, When User Fees Exceed Costs: What to Do?.
The numbers are not insignificant. According to Nussbaum, last week the New Jersey Turnpike Authority agreed to divert another $324 million to the state. He also discloses that “[s]ince 2007, the Pennsylvania Turnpike Commission has sent $3.1 billion - more than it collected in tolls - to Harrisburg for statewide use.” How did they manage to do that? The legislature planned to impose a toll on I-80. Thinking that this was money in the bank, the legislature, before getting clearance from the Federal Highway Administration, ordered the Turnpike Commission to borrow billions of dollars, and to turn that money over for repairs to other roads and highways. The amount? Nearly one billion dollars a year. The folks who pulled this stunt have committed the turnpike to paying half a billion dollars a year for 47 years, to be funded by annual toll increases on a highway that had only five increases in 68 years. When the I-80 toll proposal was disapproved by the FHA, the legislature mandated toll increases on turnpike users to pay for the money it spent before it actually had that money. Keep in mind who did this. Politicians who have accumulated votes by criticizing deficit spending. Folks, spending money that one does not have and might not ever have, is deficit spending. Can you spell “hypocrite”?
And tolls are scheduled to increase in 2012 for all the toll roads in both states. In New Jersey the increases are at least 50 percent. Yes, you read that correctly, 50 percent. And this from the legislators and governors who claim to be anti-tax because increased government revenue is such a bad thing. Apparently it’s not a bad thing when it provides politicians with dollars to funnel to their pet projects without raising anything with the name of “taxes.” They think they can get away with this because they think citizens are ignorant (and if they are, the politicians are in many ways responsible, from underfunding public education to peppering society with misleading sound bites). In User Fees and Costs, I explained that “Supporters of the [New Jersey toll diversion] plan think that motorists using E-Z-Pass won't object as much as they otherwise would because the don't 'see the actual fees' being paid.” Who has the moral high ground on this point?
I had predicted that the I-80 tolling plan would not work, because it diverted tolls. Had the legislature been paying attention, it would have designed the plan as a true toll arrangement and not as a hidden revenue generator. In Are State Gasoline Taxes the Best Source of Highway Revenue?, I rejected the I-80 toll diversion plan by arguing, “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.” In Raising Revenue Through Tolls Isn't Simple, I explained, “[The FHA] concluded that Pennsylvania's proposal did not adequately meet the threshold for the three-state federal plan. The FHA noted that Pennsylvania did not demonstrate that the tolls would be used only for I-80 improvements. The FHA did not seem to agree that toll revenues used to fund highways and bridges elsewhere in the state constituted operating costs of I-80.” I had that one right from the beginning. Harrisburg, though, was not listening or reading. Had it been sensible with the I-80 toll proposal, it would have generated sufficient funds for maintaining and improving that important road. But by reaching for too much more, the legislature proved once again the saying about bears, bulls, and pigs.
The diversion of tolls to other uses is not a new ploy. For example, for years the Delaware River Port Authority used tolls for all sorts of projects having nothing to do with maintenance and repair of the bridges under its supervision. I explored this in Soccer Franchise Socks It to Bridge Users, Bridge Motorists Easy Mark for Inflated User Fees, Restricting Bridge Tolls to Bridge Care, Don't They Ever Learn? They're At It Again, A Failed Case for Bridge Toll Diversions, DRPA Reform Bandwagon: Finally Gathering Momentum, and When User Fee Diversion Smacks of Private Inurement. The warning I provided in DRPA Reform Bandwagon: Finally Gathering Momentum is one that should be viewed carefully by turnpike users, other motorists, and legislators, though the latter might not do so until pressure is brought by motorists. I explained:
Some time ago, I criticized the decision of the Delaware River Port Authority to use toll revenues for contributions to the construction of a major league soccer stadium. In Soccer Franchise Socks It to Bridge Users, I pointed out that tolls paid for the use of a bridge should be used for the maintenance and repair of the bridge and not for other purposes, as the DRPA had become accustomed to doing. In a follow-up, Bridge Motorists Easy Mark for Inflated User Fees, I noted the absurdity of the DRPA’s call for increased bridge tolls because it needed money to repair its bridges. Perhaps had money not been diverted to soccer stadium construction and other projects, there would have been funds for the DRPA to perform its stated functions. The criticisms that I, and a few others, offered fell on deaf ears, as a year later, I explained in Don't They Ever Learn? They're At It Again that the DRPA had announced plans to funnel more toll revenues into projects having nothing to do with the bridges and waterways it is charged with tending. Shortly thereafter, in A Failed Case for Bridge Toll Diversions, I lambasted the governor of Pennsylvania for his unwise attempt to justify using bridge tolls for other purposes.(emphasis added).
What should be funded by tolls? In User Fees and Costs, I explained:
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. . . .I reiterated this analysis, more succinctly, in Timing, Quantifying, and Allocating User Fees, by explaining, “Tolls should be used to pay for the costs of building, repairing, maintaining, and operating the toll road, and to defray the economic burden that the road imposes on the surrounding neighborhoods. Tolls should not be used for programs unrelated to the road.”
. . . 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.
The toll diversion arrangement rests on the erroneous claim that because most roads cannot be tolled because there’s no feasible way of installing toll booths and limiting access, the only solution true to fuel tax increase opposition is to jack up the tolls on whatever toll roads exist, and divert the excess to other roads. That approach, of course, opens the door to the DRPA misuse of tolls, by diverting the excess tolls to other purposes, a ploy now being used in New Jersey. There is of course, a viable and sensible alternative. As I wrote in Toll One Road, Overburden Others?:
Yes, it’s the mileage-based road fee. I’ve written about this approach many times, beginning in Tax Meets Technology on the Road, and thereafter in 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, and Is the Mileage-Based Road Fee So Terrible?Will politicians figure this out before it’s too late? One can only hope.
In Are State Gasoline Taxes the Best Source of Highway Revenue?, I observed, “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.” Now I understand why state legislators like tolls. It would be much more difficult to pull off the diversion stunt with mileage-based road fees. Which is even more the reason to push for the replacement of tolls with mileage-based road fees.