Rutten notes it’s not true congestion pricing:
Oddly enough, no solo drivers will be admitted when average speeds in the new high-occupancy toll lanes fall below 45 miles per hour. That’s to keep them from getting clogged, but the result is that there will be congestion pricing — except when the highways are most congested.
Gordon notes that, responding to the inequity claim, that Angelenos, in essence, already pay a congestion charge. It’s called time (which equals money).
First, if price does not ration road space, something else will. This means that heavy traffic on roads and highways that aren’t priced is a given. It is the default rationing mechanism. Anything made available without charge is quickly crowded. None of this is a matter of ideology, as Rutten seems to think.
The Times itself largely agrees with Gordon.
Most highway improvements are paid for with state and federal taxes on gasoline. This is an extremely regressive tax, not only because rich and poor alike pay the same amount, but because poor people typically can’t afford modern gas-sipping vehicles — there are a lot more Priuses in Santa Monica than in South L.A. Congestion pricing, though, imposes a user fee; only the people who use toll lanes pay the cost, and the people who use them tend to have higher incomes. It’s hard to imagine a fairer system.
In truth, low-income commuters stand to benefit a great deal from L.A.’s experiment. Only 25% of the project’s budget will be spent on developing the new toll lanes; the bulk of the money will pay for public-transit improvements, including the purchase of 57 new express buses traveling the affected routes. And by law, the money from the tolls must be spent on transit or carpool improvements in the same corridor where the funds were generated.
This entry was posted on Tuesday, June 16th, 2009 at 7:49 am and is filed under Cars, Cities, Commuting, Congestion. You can follow any responses to this entry through the RSS 2.0 feed. Both comments and pings are currently closed.