The National State of Infrastructure Report was released by Treasury’s Infrastructure Unit a few weeks back, and makes for some quite interesting and amusing reading in relation to transport. I’ll leave what’s said about transport in Auckland to another post (basically it seems like they’re suggesting Auckland needs a whole pile more motorway but aren’t quite sure where they’ll go), but perhaps one of the most amusing parts of the document is in relation to road pricing.
One would think that Treasury, being a bunch of purist neoliberal economists, would love the concept of road pricing. And on the one hands it seems they do:
There is near consensus among economists that managing demand and optimising our transport networks through some form of more targeted road pricing should be part of the transport programme for Auckland, especially considering the forecast increase in congestion over the medium/long term. However, road users are deeply suspicious of road pricing, especially in the form of tolls and cordon fees, such as used in Singapore and London. In fact, managing demand on our roads using road pricing seems to be an issue with the widest gap between economists and the motoring public. This is despite the large scale of road pricing tools that we already have – Fuel Excise Duty (FED) and Road User Charges (RUC) – although these do not accurately reflect all the full costs imposed on road users. For example, motorists pay the same regardless of whether they travel at peak times or off-peak. Implementing a more comprehensive and detailed road pricing regime would have a number of key benefits.
I get the feeling there’s some interesting politics behind this section. Interesting because we’re in a rather bizarre situation of Auckland Council – with a ‘left-leaning’ Mayor, being keen to investigate revenue mechanisms which include road pricing while there’s a centre-right government who are running away from the idea utterly terrified. This gets reflected even more in the next paragraph:
On the other hand, public reaction to the general concept of targeted road pricing is usually negative, often coming from a fairness perspective. Cordon pricing in London has been seen as being very effective at pricing poorer people from the suburbs off the roads, while enabling richer central city dwellers to move around more freely. The high cost of bringing a car into the city may deprive lower-income people of important options, particularly when public transport does not provide the flexibility that a car can provide. A further concern is often a lack of trust that government will use the revenue raised for the purposes advised.
I’m not sure whether we see too many “lower income” people driving their cars into the CBD these days, due to the cost of parking. So that’s perhaps a bit of a red herring issue in terms of a road pricing scheme structured as a cordon around the CBD. It’s probably a more reasonable concern for wider schemes.
Considering this discord, it is often difficult to know where to start and how to progress the debate in a positive manner. Fundamentally, the challenge is to understand how the current network is being used and determine whether this use is as effective and efficient as it can be. Knowing this demand, and ensuring the network is being used as optimally as possible, provides clarity and robustness around what future investment will be required and when.
Oh the pain! This is just so hard!
I think that if road pricing was proposed as analternativeto existing transport revenue sources – rather than in addition to them – most of the opposition to it would disappear. If people had the choice between a road pricing scheme that varied the amount they paid by time of day or particular road used while significantly reducing petrol taxes or rates, we could have an interesting discussion around how it compares to these other transport funding mechanisms and whether it would deliver better transport outcomes while raising the same amount of revenue.
The big problem in all the debates about road pricing is that it’s always put forward as a revenue raising tool, when it fact it’s actually a market-based demand management tool which prices the roads to ensure a better match between demand and supply: just like we price bread, computers and Ferraris to get the most efficient outcomes. Of course there will be the potential for adverse social impacts of a road pricing scheme, but that’s just the same as the adverse effects of current rating schemes or the unfairness of someone having to pay the same to use the roads when they only drive around at the weekend as someone who makes long trips during peak times and helps contribute to the traffic jams around Auckland.
I’m not quite sure why Treasury don’t understand this. Or maybe they do, but it’s politics getting in the way?