By Dom Nozzi
September 4, 2012
By re-introducing equity into our transportation system, we should provide a balance in the public tax revenue and public space so that the War on Bicyclists, Pedestrians, and Transit Users comes to an end.
For nearly 100 years the US government has powerfully encouraged an artificially high percentage of Americans to live in suburbia and be car-dependent. This artificially high demand for car-dependent suburban living would be much lower if we did not allocate 95 percent of our public transportation dollars to cars. In the name of restoring fairness and discouraging artificially excessive car-dependent sprawl, the US would need to allocate a lot more public dollars to bicycling, walking, and transit and a lot less to motorists. That would mean, in part, that cars would be allocated less road and parking lot space.
Would that mean “restricting traffic flow”? (a common criticism of some of the transportation reforms I call for)
Yes, if by “restricting flow” one means slowing down car travel and making car parking more scarce and more expensive.
In other words, having motorists fairly pay their own way, rather than to continue to enjoy government welfare handouts.
Would that mean we would “force people to live in cities and take the bus”? No, unless we take hysteria-mongering liberties with the definition of “force.” A much more accurate and fair word than “force” in this case is that some people — in the more fair, sustainable and balanced transportation system I recommend – would start to re-evaluate the costs and benefits of their choice of housing and travel (in both the short term and long term).
Rather than being artificially influenced to live in suburbia and be car-dependent, some will opt to live closer to town, and consider travel options such as car-pooling, car-sharing, transit, bicycling and walking. Others will opt to pay the higher (yet fair and balanced) costs of suburban, car-dependent living.
In sum, this scenario in no way “forces” anyone to live in cities or take the bus. I call for no laws that would obligate people to live in cities or take the bus.
Consider a hypothetical example of a community where a high percentage of residents opt to send their children to a private school, in part because large government vouchers are provided to parents who decide to send their kids to the private school. If the government voucher for private schools is ended, some parents will opt to send their children to public instead of private schools due to the more fair, balanced system where there are no government vouchers offered for private schools. Other parents will continue to send their kids to private school despite the loss of vouchers.
This is in no sense a way to “force” people to send their kids to public school. It IS a way to end a government practice that artificially encourages more parents to send their kids to private school than would be the case had the voucher subsidy not existed. And it IS a way to end the unfair practice of having parents who send their kids to public school to pay higher taxes in order to subsidize other parents who send their kids to private school.
Similarly, if the government ends its century-long practice of allocating “free” multi-million dollar multi-lane (and free-to-use) roads, artificially low-cost gasoline and gas taxes, and “free” seas of asphalt parking (each of which are transportation versions of school vouchers), some would opt to live in less remote, far-flung housing, and would opt to bicycle, walk or use transit more. And again, others would opt to continue to live in sprawl and be car-dependent.
Choice therefore remains in place. Fairness in government allocation of public dollars and resources is increased when we put less than 95 percent of the public dollars and resources into car travel (i.e., when we don’t only offer government “vouchers” to those who opt to drive).
I stand for fairness in government allocations for travel choices. To call my approach an example of “force” is absurd.
Not to mention unsustainable and ruinous.