The proposed tax in Pennsylvania isn’t a tax, but a fee. It has the fancy name of “E-commerce convenience fee,” and would be a flat fee imposed on the buyer who is receiving a shipment. So eventually someone will need to decide if the proposal is for a tax or a fee. As structured, it is a fee but proponents and others are also calling it a tax. Whatever it is and whatever it is called, it’s a bad idea.
What’s the purpose of the proposed fee? To close an $8 billion funding deficit facing the Department of Transportation. The impetus for the proposing that the revenue be derived from package shipment appears to be the increase in parcels shipped into or within the state. There were roughly 554.8 million shipments in 2019, and roughly 731.5 million in 2020. With the proposed fee being 25 cents per package, the estimated revenue of $182 million is a drop in an $8 billion shortfall bucket. So it’s puzzling that one story characterizes the proposed revenue as “big bucks for our roads.” A Pittsburgh Post-Gazette story reports that the fee would be $1, but even the roughly $750 million raised by such a fee isn’t much more than several drops in that $8 billion shortfall bucket.
There are suggestions that some shipments would be exempt from the fee, though the only example provided as possibly qualifying for exemption is prescription medications. If prescriptions are exempt, what about medical devices such as hearing aids or walkers? What happens if a package contains both exempt and non-exempt items?
There are fairness issues. Clearly the fee would be passed by the companies to the customers. That would impose a burden on people who are homebound or otherwise unable to get out to do shopping that would not be imposed on those who can run errands rather than rely on delivery. One opponent of the proposal suggested that the revenue should come from increases in the tobacco, alcohol, and cannabis taxes because those items are things “people utilize by choice” whereas those who are homebound use delivery services by necessity. The Secretary of Transportation has argued that those who use deliver services, or ridesharing, “are beneficiaries of the national highway system even if they never get behind the wheel of a car.” The flaw in this argument is the fact that the operator of the delivery vehicle or the ride-share automobile already is paying a fuel tax and is passing that cost on to the customer.
Aside from fairness, there are technical issues. What happens if a package is misdelivered to the wrong address and the delivery company must pick it up and relocate it to the correct address? Does the proposed fee apply a second time? What happens if the seller sent the wrong item, or for some other reason the customer needs to send the package back and have the seller send the correct item? Will there be a fee on the return delivery and yet another fee on the second, correct, delivery? What happens if the package ships through multiple companies – and, yes, that happens – or through multiple modes such as train, truck, and airplane? Are multiple fees imposed? Or is the fee somehow allocated among the shippers? If the fee is allocated, which of the companies is expected to do the computation?
And, of course, this proposal leaves hanging the question of how the remaining $7.818 billion in transportation funding shortfall would be handled. Those who read this blog know my answer to the entire funding problem. I’ve written about it many times, and yet rather than getting up to twenty-first-century speed the legislature and others continue to live in the past, when the equitable, efficient, and sensible thing to do is to tie the revenue directly to the needs with the mileage-based road fee. On at least four dozen times I have written about the need to shift to a mileage-based road fee to fund the repair and maintenance of the nation’s highways, bridges, and tunnels. I have done so 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, If Not a Gasoline Tax, and Not a Mileage-Based Road Fee, Then What?>, Try It, You Might Like It (The Mileage-Based Road Fee, That Is) , and The Mileage-Based Road Fee Is Superior to This Proposed “Commercial Activity Surcharge”. I invite legislators and others involved in transportation infrastructure policy discussions to read these posts to learn why it doesn’t make sense to be playing around with inefficient and inequitable funding proposals that don’t even purport to raise the necessary revenue..
The Pittsburgh Post-Gazette story reports that the proposal also includes “a tax of 8.1 cents a mile for each mile a vehicle is driven.” But that proposal would not go into effect any earlier than 2026 and, of course, would require enactment by the legislature. That “tax,” which should be called a fee because it is the payment of money for the use of a specific benefit, would wipe out the $8 billion deficit. However, because the same story reports that the gasoline tax would be repealed, the 8.1 cents a mile fee, though wiping out the existing deficit, would not make up the revenue lost by eliminating the gasoline tax. The proposal suggests that the per-mile fee be implemented at the outset for electric vehicles. Also suggested are increases in state rental car taxes, passenger vehicle registration fees, and the sales tax on vehicle purchases. If the mileage-based road fee were to be implemented at an appropriate rate that reflects the costs imposed on transportation infrastructure by vehicles, there would be no need to afflict people with difficult-to-administer nuisance taxes and fees such as the package delivery fee and increases in sales taxes.
The Transportation Revenue Options Committee has not released its report. The information that is being publicized isn’t necessarily what will be in the report. And once the report is released, there is no telling what the legislature will do. It is not beyond the realm of possibilities that the legislature does nothing. And if it does nothing, it would not be the first time it responded to a major issue in that manner.