The Privatization of Roads and Highways - Ludwig von Mises Institute

84 The Privatization of Roads and Highways
The usual reasons for this state of affairs, which is vexing
transportation planners the world over, are the auto’s advantages
vis à vis mass transit in terms of: privacy; package-carrying ability
(especially for shopping); seating availability; safety; and
amenities. Furthermore, the automobile is supreme in flexibility—starting
from and going to wherever the rider desires. It can
be no accident that while mass or public transportation is almost
wholly owned and operated by the government, only part of
automobile traffic is state-controlled: the roadbed, but not the
vehicle.
This does not mean that under private enterprise motor vehicles
would never be prohibited or their use never restricted. 55
The difference is that under private enterprise, the market would
have a “voice” in the decision-making process, albeit indirectly.
Assume, for example, that a road-owner decided to close off his
road to private automobiles. If his decision was wrong, his profits
will decrease. Disappointed motorists will turn to other roadowners,
willing and able to pay increased charges. The roadowner
may, as a result, change his policy. If he does not, he may
be driven toward bankruptcy, the better to encourage reorganization
of the road-ownership, and the substitution of a more
rational policy. Needless to say, citizens have nothing remotely
resembling this degree of “power” over their governmentally
placed transportation officials.
(g) Special bus lanes. What about special advantages for buses?
Most often, highway lanes reserved for the sole use of buses is
the specific suggestion. 56 Although this privilege is only
55Roth objects to banning because “restrictions of the kind required are
unacceptable on the grounds that they conflict with freedom of choice”
(Paying for Roads, p. 15). This may make good sense in an era of government
ownership of the roads, but under a system of private enterprise, the
right to restrict entry to one’s own property is the linchpin of the entire system.
56See Owen, The Accessible City, p. 32; Noble, “Highway Design and Construction
Related to Traffic Operations and Safety,” p. 547; Peter L. Watson
and Edward P. Holland, “Study of Traffic Restraints in Singapore,” World