The announcement by the Department of Transportation that it has entered into agreements with respect to the nine bridges has triggered an outcry of opposition from commuters, truckers and trucking companies, and, interestingly, state legislators. The biggest concern, of course, is cost, though there also are predictions that the tolls would force traffic onto alternative roads not subject to tolls. The legislator who chairs the state Senate’s Transportation Committee explained, according to this report, wants to stop the plan or at least require legislative approval before it is implemented. He “questioned whether the process used to approve the department’s plans were really envisioned by a 2012 law that created it,” and the “we see how PennDOT is attempting to use this for this size and scope of this large of a plan, and in my opinion, the legislation's intent may not have been of this size and scope back then.” Here’s some free advice for the legislator and those he claims support his position. Read Act 88. Find any limitation on the size, scope, or dollar amount of any of the projects.
As readers of this blog know, I am not a fan of these public-private partnerships. I have explained my objections to public-private partnerships and privatization of public functions in posts such as Are Private Tolls More Efficient Than Public Tolls?, When Privatization Fails: Yet Another Example, How Privatization Works: It Fails the Taxpayers and Benefits the Private Sector, Privatization is Not the Answer to Toll Bridge Problems, When Potholes Meet Privatization, and Will Private Ownership of Public Necessities Work? These public-private partnerships don’t work out well. They are the product of legislative attempts to find funding without raising taxes while generating revenue for their private sector donors, with hopes that the outcry against tolls and similar charges will be directed against the private entity involved in the project. Of course, voters can’t control, vote out, or do much of anything with respect to the private entity, whereas legislators see themselves at risk of losing the next election, something on which they focus too much. So part of me reacts with agreement that the public-private projects in question should be examined, but part of me is annoyed that the legislature which created the monster is now, and only now, beginning to understand what I warned the legislature not to do. And, of course, to claim that the problem is the Department of Transportation’s use of Act 88 rather than the Act itself is downright absurd, because everyone who understands Act 88 has concluded that the Department of Transportation’s bridge initiative is within the law. As usual, legislator politicians are trying to blame others for what they, and their predecessors, have done. Of course, if the legislature wants to amend or repeal Act 88, it can.
Granted, there is a major problem that the Department of Transportation is trying to solve. To fix the nine bridges in question will require roughly $2 billion. The Department does not have that funding. If the bridges are not fixed, one or another or two or all of three things will happen. First, people will be injured and perhaps die, and property damage will be incurred, as these bridges partially or totally fail. Second, at some point the bridges will be closed, creating even more congestion on those alternative routes than would theoretically be created by tolling. Three, funds will be diverted from other projects to fix the bridges, causing closures, deaths, injury, and property damage on the projects postponed or abandoned to fix the bridges in question.
Of course there is an answer. Again, readers of this blog know what it is. It’s the mileage-based road fee. During the past 16-plus years, I’ve been explaining, defending, and supporting the mileage-based road fee, 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, and Mileage-Based Road Fee Meets Interstate Travel. Instead of dealing with the transportation infrastructure crisis in a piecemeal manner, with financial band-aids here and patchwork repairs there, the legislature needs to focus on its obligation as a collection of public servants charged with serving and protecting the state and its residents by moving transportation funding out of the nineteenth and twentieth centuries and into the twenty-first century. Transportation funding approaches that once worked no longer do, because of changes in demand for transportation infrastructure caused by population increase and density growth, shifts in vehicle technology from fossil fuel propulsion to electric, hydrogen, and other energy sources, and decade after decade of legislative failure to respond while transportation infrastructure has continued to crumble. The time has come for the legislature to pay the price for its inadequacies, and that requires more than fiddling around with a nine-bridge repair initiative.
So the answer is, yes, ultimately the Pennsylvania legislature has the power and authority to determine whether tolls can be imposed on those bridges. But the legislature also has a responsibility to provide safe and efficient non-congestive transportation infrastructure for the Commonwealth. It’s time for it to live up to its obligations and if its members cannot or will not do so, it’s time for them to step aside and let others take on the responsibility and its concomitant power and authority.