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Terry's avatar

There was once the fundamental argument that toll roads were private ventures to provide those with means the ability to avoid congested public roads. The public road alternative stayed available when the private road was built. Therefore the benefit of providing a product to the public was realised through the toll and shareholders theoretically made a motza. The public policy supported them because it took traffic from public roads, increasing flow on them. And for this benefit the concessionaires extracted a great deal of benefit from the State in negotiations. But when toll roads failed financially there was no loss to the State. They were simply sold on, as private businesses. The old wisdom is you make more money buying a toll road than building one, though Transurban has often proved otherwise. This public/private road policy is now a little skewed because of NorthConnex and the legal requirement for heavy goods vehicles to use the tunnel, banning them from the public road network which sits atop the tunnel (with real public benefit). But it largely holds true in policy. However, the reliance on private roads to enable freer flow on public roads has created a public perception that they are a part of the general road network, and thus political liability (as always) has failed to be contracted out. As to the most recent motorways, a certain retired Roads Minister insisted they be built way beyond required capacity "for the future", and thus the tolls reflect the higher price of the bloated infrastructure. Clearly nobody anticipated a pandemic that would fundamentally alter demand, but the Minister might have done well to realise that his own Government's investment in high quality public transport would also greatly reduce demand, along with the lack of capacity in the city to absorb more vehicles. Hubris over evidence, so a bad public policy outcome. But for Transurban I suspect it can carry the debt and the induced demand will come back over a longer pay-back period. Temporary cost of living crises pass, roads congest and private roads fill up. The real question is with the amount of concessions that the State provided, how much traffic could have been displaced to public transport with land-use/transport integrated government investment of those monies?

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David Lupton's avatar

One reason why we have a problem convincing policy makers about congestion pricing is that the economists from Walters on have got details of the theory wrong. In particular Walters did not realise the distinction between demand and flow. Getting the theory right, together with modern technology, opens up the opportunity to implement an effective pricing system that addresses many of the concerns expressed in the article. See https://papers.ssrn.com/sol3/papers.cfm?abstract_id=3093395

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