<![CDATA[Grist - Comment Feed for Oregon’s successful mileage tax experiment worked smoothly—and helped curb congestion]]> Grist Comment Feed en Comment #1 by jpcrane http://www.grist.org/article/2009-04-01-oregons-successful-mileage/ Thu, 02 Apr 2009 12:00:45 -0700 http://www.grist.org/article/2009-04-01-oregons-successful-mileage/1 I think the pay per mile system has some potential.  However, I think a complete move to a milage tax would let a lot of SUV driving, gas guzzling people off the hook.  Why not keep the gas tax, and add the milage tax?  How does the milage tax discourage gas guzzlers from driving, or encourage them to buy fuel efficient cars? 

Maybe we could also instigate a yearly property tax based on the vehicle's weight.  Heavier vehicles cause more road dammage, its logical that they should pay for their share of repairs.

]]> I think the pay per mile system has some potential.  However, I think a complete move to a milage tax would let a lot of SUV driving, gas guzzling people off the hook.  Why not keep the gas tax, and add the milage tax?  How does the milage tax discourage gas guzzlers from driving, or encourage them to buy fuel efficient cars? 

Maybe we could also instigate a yearly property tax based on the vehicle's weight.  Heavier vehicles cause more road dammage, its logical that they should pay for their share of repairs.

]]> Comment #2 by sindark http://www.grist.org/article/2009-04-01-oregons-successful-mileage/ Fri, 03 Apr 2009 11:36:31 -0700 http://www.grist.org/article/2009-04-01-oregons-successful-mileage/2 One suggestion I would make to improve this system would be to include an optional component for cyclists. Those willing to cycle around with a transponder would be credited at a modest rate for distance travelled. This would be in recognition of the non-market advantages of cycling, such as the value of physical fitness as a component in preventative medicine. In 1998, Health Canada estimated the total cost of cardiovascular diseases on the health sector of the Canadian economy to be $18,472.9 million (11.6% of the total cost of all illnesses). Cardiovascular disease is also responsible for 36% of deaths. As such, a subsidy of a few cents a kilometre makes economic sense, as well as potentially generating some good publicity for a system that is likely to be highly unpopular with commuters.

There are also network benefits to be had from increasing the number of cyclists. The emergence of suburbs was made possible by automobiles, at the same time as such urban trends made them increasingly necessary. A more positive version of such feedback effects can be brought about for cycling: as higher numbers justify a more cycle friendly infrastructure which, in turn, encourages more people to cycle. In particular, the creation of designated bike lanes and routes, the provision of cycle parking facilities, and integration of bike carrying capabilities into public transport seem sensible.

]]> One suggestion I would make to improve this system would be to include an optional component for cyclists. Those willing to cycle around with a transponder would be credited at a modest rate for distance travelled. This would be in recognition of the non-market advantages of cycling, such as the value of physical fitness as a component in preventative medicine. In 1998, Health Canada estimated the total cost of cardiovascular diseases on the health sector of the Canadian economy to be $18,472.9 million (11.6% of the total cost of all illnesses). Cardiovascular disease is also responsible for 36% of deaths. As such, a subsidy of a few cents a kilometre makes economic sense, as well as potentially generating some good publicity for a system that is likely to be highly unpopular with commuters.

There are also network benefits to be had from increasing the number of cyclists. The emergence of suburbs was made possible by automobiles, at the same time as such urban trends made them increasingly necessary. A more positive version of such feedback effects can be brought about for cycling: as higher numbers justify a more cycle friendly infrastructure which, in turn, encourages more people to cycle. In particular, the creation of designated bike lanes and routes, the provision of cycle parking facilities, and integration of bike carrying capabilities into public transport seem sensible.

]]> Comment #3 by mgpr http://www.grist.org/article/2009-04-01-oregons-successful-mileage/ Fri, 03 Apr 2009 12:48:09 -0700 http://www.grist.org/article/2009-04-01-oregons-successful-mileage/3 I truly fail to see any advantage to the mileage-based tax.  It's extra technology (GPS + pump transponders) with loads of intrusive data collection for what seems to be no gain for the average person and a gift to low-gas-mileage  vehicles.  What does this accomplish that simply raising the gas tax doesn't?  Why should a Prius driver pay the same per mile as a Suburban driver?  If the aim is to reduce hydrocarbon consumption, then the incentives need to point that way.  This scheme does not do that.

Reading about this here and elsewhere makes me really wonder why we need a technological solution like this to avoid simply raising the gas tax...  Sure, gas taxes are politically unpalatable, but so is Big Brother monitoring your driving.

]]> I truly fail to see any advantage to the mileage-based tax.  It's extra technology (GPS + pump transponders) with loads of intrusive data collection for what seems to be no gain for the average person and a gift to low-gas-mileage  vehicles.  What does this accomplish that simply raising the gas tax doesn't?  Why should a Prius driver pay the same per mile as a Suburban driver?  If the aim is to reduce hydrocarbon consumption, then the incentives need to point that way.  This scheme does not do that.

Reading about this here and elsewhere makes me really wonder why we need a technological solution like this to avoid simply raising the gas tax...  Sure, gas taxes are politically unpalatable, but so is Big Brother monitoring your driving.

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