From the Los Angeles Times
Consider LAX as takeoff point for congestion pricing
By Steve Hymon
Times Staff Writer
July 2, 2007
Attentive readers may have noticed an interesting story in the news last week: The board of the Metropolitan Transportation Authority now wants to develop plans for toll roads in Los Angeles County over the next three years.
The timing was curious. Earlier in June, an application from the MTA and other transit agencies in the county had honked out in the first round of a competition for hundreds of millions of federal dollars for toll roads.
The reason: the local proposal sought only to study toll roads, not actually implement them. But the failure in the competition earned the local transit lads some bad press, which may explain last week's sudden turnaround.
Of course, it's hard to blame the transit agencies, which answer to local pols, none of whom seemingly want to pull the trigger on a program that would take money from voters' pockets for using roads that have been free.
As Shakespeare once wrote, "crouch down in fear, and yield."
Things may be changing. Mayor Antonio Villaraigosa voiced support last week for the toll plans. His peers in other cities have pushed tolls and congestion pricing — under which tolls adjust upward at busy times to discourage traffic — in recent years and the mayor doesn't like to be upstaged.
Is there any place in Los Angeles County where congestion pricing would be easy to implement?
What about Los Angeles International Airport?
We promised in this space last week to propose one place where a toll or congestion pricing might work. We're not saying we're right, but this is an idea that has been thrown around privately by politicians.
The idea is this: Because there is only one way in and out of the central terminal area at LAX, it would be possible to construct toll booths to charge private vehicles entering the main airport route that leads to the terminals.
Theoretically, the toll to enter the airport would be higher during LAX's busiest periods. If it worked, the toll might accomplish two goals: discourage people from driving to the airport and raise money for other airport transportation projects.
And it seemingly would be easier to build toll booths than to construct new lanes on freeways.
More than 25.6 million vehicles entered the central terminal area last year, according to LAX officials, although the data don't show how many of those were private passenger vehicles as opposed to buses, cabs, etc. If a toll were a minimum of $5, and 8 million of those cars were private — a conservative estimate — tolling theoretically could raise at least $40 million a year.
It may not even be a tough sell politically. LAX is owned and operated by the city of Los Angeles, but many of its passengers live elsewhere in the region.
But don't people drive to the airport because there are few alternatives to getting there?
At this time, there is no rail service that is practical, even though the Green Line stops a mile from the airport terminals. The FlyAway bus service is popular but brings passengers from only three areas — Van Nuys, Union Station and Westwood.
The city wants to add nine more FlyAway bus routes by 2015 because the existing routes have been successful. There also are taxis and a variety of airport shuttles. It doesn't take a genius to imagine a proposal for the federal funds that would have introduced some type of congestion pricing for the airport and used tolls collected to expand the FlyAway buses throughout the region.
The down side?
Traffic could back up on Century Boulevard behind the toll booths. And it may do nothing to reduce traffic, with people simply accepting the new fee and still driving to LAX in large numbers.
"It's definitely worth exploring," said Councilman Bill Rosendahl, whose Westside district includes LAX.
Rosendahl then launched into a soliloquy over how the region really needs to spend $100 billion to build a comprehensive mass transit system. He's right, and then he dropped this nugget: Maybe LAX should charge passengers from Orange County a surcharge because they decided not to build an airport at the former El Toro Marine base.
From the Los Angeles Times
Wrong turns on transportation
July 5, 2007
Re "Consider LAX as takeoff point for congestion pricing," July 2
As a citizen of the Los Angeles metroplex, I must admit my confusion over the direction of public policy concerning public transportation. I live in the San Gabriel Valley and would gladly ride the Metrolink to work. However, it's too expensive if you only have a short distance to travel. The city is increasing rates for the buses, and now there's talk about congestion pricing or tolls on the freeways during peak traffic hours.
Am I the only one who detects a problem? The freeway tolls will make a new distinction on the roadway. Management can afford to ride the fast lanes, and the workers will only be able to afford congestion. If we're serious about cleaning the air and relieving traffic, we need to make it easier and more equitable for people to commute and use public transportation. "Privilege" lanes on the freeway that divide us by economic status would set the stage for a further division of our population.
Re "Will traffic-weary L.A. heed toll call?" June 29
The L. A. County Metropolitan Transportation Authority has budgeted $592 million for roadway projects in 2007-08, but it does not require that any project actually speed up traffic. Caltrans has a great system of rating freeway segments, A to F, by how jammed up they are. But the MTA does not favor projects aimed at the D and F segments. It also does not evaluate any roadway project for how much the traffic speed has been affected. We motorists are being shorted. Won't anybody on the MTA board help?