It's sort of the opposite of the OTHER famously misguided transit advocacy: arguing that we should invest in transit because it will "reduce congestion," which is very rarely the case!
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Congestion pricing on roads will work out one of three ways: - roads stay congested because everyone can pay - roads stay congested because user base shifts to richer (but just as numerous) crowd - road congestion drops because people can no longer afford to travel
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Of those three options, the first is the best (new revenue stream for road upkeep and new construction, w/o shutting down people's ability to travel)...but you don't need a dynamic price for this, tolls accomplish the same thing
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It raises demand for other forms of transit as well as increases the efficiency and throughout of existing forms of transit.
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*IF* congestion is reduced, than forms of transit that run in mixed traffic (ie buses) will be able to operate marginally more efficiently. Others will not--at best, they will take on more crowds, but this is just by pricing ppl off roads, not by improving transit
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More importantly, *transit which doesn't turn a profit has no incentive or mechanism to respond to higher demand,* which is one reason why in USA transit cuts are always a possibility, but expansion is so difficult
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The hangup is pretty clear here: Proponents see that increasing the cost of a substitute increases the demand for the product. HOWEVER, the nature of the market for large scale transportation is dependent upon more than simple demand (otherwise we would have better roads too).
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If there are constraint in property law, such as imminent domain restrictions or regulation of private sale of land, improper zoning, liability or construction regulation then increasing the demand for the product may not overcome these hiccups.
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