In my last
two posts, I’ve tried to respond to a question from a correspondent. His query was about a vexing traffic problem
in Petaluma, the town we both call home, but the response applies to traffic
issues in many towns across the U.S.
His question
pertained to congestion on E. Washington Street and the traffic relief that the
Rainier Connector was purported to offer.
(As a further bit of background, funding of the Rainier Connector was a
key element in a tax measure on which Petalumans voted, and soundly defeated,
last week.)
In my first post on the subject, I noted the
reasons why arterials often become congested.
In the second, I explained why new road capacity
is often sucked up by “induced demand”, so that new road construction often provides
less traffic relief than hoped. I offered
a campground analogy in an effort to explain the induced traffic phenomenon,
which many find non-intuitive.
The reader’s
initial question had been about “achievable alternatives” to the Rainier
Connector. Having established, to my
satisfaction and hopefully to his, that there no achievable alternatives and also
that even the Rainier Connector wouldn’t have provided the promised benefits, I’ll
close by noting the insights that urbanism provides on the subject.
The urbanism
thinking falls into three categories: acceptance, alleviation, and avoidance.
Acceptance: Urbanism argues that traffic
congestion, while perhaps unpleasant, is a sign of economic vitality and should
be tolerated as such. The only
communities that solved traffic problems were those that managed to tank their
economies. (I haven’t visited either
extensively, but have encountered few traffic problems in either Detroit or
Stockton.)
The quote often
put forth by urbanists regarding traffic congestion is “If you have an
economically vital district with a traffic problem and manage to solve the
traffic problem, you’ve probably killed the economic life.”
Alleviation: But even if traffic
congestion can’t be solved, it can still be better managed.
In my last
post, I offered a hypothetical example of a free campground on the valley floor
of Yosemite. It was my way to explain
induced traffic. The campground can now
offer further insights.
If we decide
that the campground is worth continuing, but wish to reduce the overcrowding
without instituting a reservation or lottery system, what would be the best
tool to reduce the number of campers?
Pricing. Bump up the cost of an
overnight stay until the demand drops to the desired level.
Similarly, pricing
is the obvious tool for managing road usage.
However, we don’t use pricing at all.
Urban streets are generally built with property tax revenues, so local
residents pay the same amount whether they use Main Street through downtown once
a month or five times a day.
There are three
mechanisms generally available as pay-per-use models, vehicle mileage tax (VMT),
congestion fees, and gasoline taxes. All
have worth, but all also have downsides.
VMT is a flat
rate per mile traveled. Car owners might
report odometer readings once per month,
with the resulting mileage charge then assessed. It’s a simple system to manage, but charges the
same for a mile driven on a county road at 5am as for a mile in a congested
downtown core at 3pm. (Oregon has
implemented a pilot VMT program.)
Congestion
fees are daily fees for entering into districts with established traffic
problems. A fee of perhaps $10 is
charged to all cars entering the district during business hours. Charges are assessed from license plates collected
by automated readers. The logic behind congestion
fees is valid, but the cost of administration generally matches the revenue generated,
so there is little net revenue to address traffic improvements. (I believe the City of London has implemented
congestion pricing and several American urban cores, such as lower Manhattan
and the financial district in San Francisco have begun considering it.)
Which brings
us to the most significant tool available, gasoline taxes. I’ve long advocated significantly higher
gasoline taxes so the costs related to the use of gasoline, such as the
geopolitical and environmental costs, can be covered by gasoline taxes rather
than general fund dollars. But higher
gasoline taxes would also reduce driving and thereby reduce congestion. Plus, higher gasoline taxes would encourage
behavioral changes such as downtown living and transit use, which would also
reduce congestion.
Like VMT, a
higher gasoline tax wouldn’t be able to differentiate between miles driven on
empty country roads and miles driven in downtown setting, but overall
justification for higher gasoline taxes is sufficiently strong that this objection
seems relatively minor.
Others have
presented reasonable arguments that the “correct” cost of gasoline should be at
least $10 per gallon, which would mean taxes in the range of $6 to $7 per
gallon. Admittedly, imposing a tax of
that amount would cause significant economic dislocations, but a gradually
increasing tax, perhaps at the rate of 25 cents per year, would allow a period
of adjustment.
A higher
gasoline tax is an idea that has come.
Indeed, its time came ten years ago but we’ve managed to ignore it thus
far. But we should ignore it no longer.
Avoidance: This is the point when urbanism
truly shines. Don’t like spending a good
part of your day stuck in traffic? Live
in a walkable urban setting where much of your daily life can be accomplished
on foot or on bike and where transit is readily available for longer outings. Living in an urban setting doesn’t
necessarily mean living without a car, but it might mean putting one’s car in a
garage and not thinking about it for a week or more.
Admittedly,
there are still too few urban residences where this kind of life can be
lived. And the ones that do exist are
often expensive. But following the alleviation
steps above can begin to remedy those deficiencies. Indeed, that’s the central thrust of
urbanism.
Okay, this
subject has been well and fully covered.
Next up, I’ll return to the topic of incrementalism versus vision,
offering a few illustrative examples.
And then I’ll summarize the successful Urban Chat meeting on the re-use
of the Sonoma Marin Fairgrounds.
As always,
your questions or comments will be appreciated.
Please comment below or email me.
And thanks for reading. - Dave Alden (davealden53@comcast.net)
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