Dedicated Revenue Mechanisms for Freight Transportation Investment (2012) / Chapter Skim
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1 s u m m a r y This research explores potential sources of revenue that might be dedicated to support freight-oriented investment in the nation's surface transportation system. The objectives of this research were the following: • Identify feasible, practical options for providing dedicated federal revenue and finance mechanisms to support investment in freight transportation infrastructure.
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2Fuel Tax Surcharge Increasing the existing federal fuel taxes on diesel fuel and gasoline would appear to be a straightforward way to increase overall revenue for transportation infrastructure. However, such an overall fuel tax increase would not yield a dedicated revenue stream for freight infrastructure.
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3 A low-tech tax collection mechanism would use the current system. The additional diesel or gas tax would be collected for all fuel delivered from wholesale "rack" locations, and all customers would pay the same tax rate at the pump (or equivalent purchasing method)
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4Annual collection costs for a distance/vehicle VMT fee are variously estimated to range from about $10 to $100 per vehicle. The lowest figures are informal "guesstimates" that are not backed by empirical data or formal estimation techniques.
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5 VMT fees to cover electric or hybrid vehicles, capture the impact of vehicle size or weight characteristics, or create policy-oriented incentives. A combined federal freight infrastructure revenue strategy could also embrace PPPs and ITCs.
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6Revenue and Costs For comparison purposes, the research team set an annual gross revenue goal of $5 billion for all three options. Table 2 shows revenue and cost estimates for the options described above as applied to either Class 4–8 freight trucks or all Class 4–8 trucks.
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Table 2. Revenue and costs for $5 billion target.
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8diesel-only fuel tax surcharge, which loses much of its value due to increased conversion of medium-duty truck fleets to gasoline. The loss of revenue is limited by the underlying inelasticity of demand for freight transportation.
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9 discussed above. The patterns and relationships are shown graphically in Figure 2.
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10 distance/vehicle VMT fees to link use, impact, and payment depends on the payment scale applied to trucks of different classes and weights. Registration fees are not closely linked to infrastructure use.
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