This paper focuses on the fact that Russia is to see an accelerated and unregulated growth of the car fleet, while the development of the road network is seriously lagging behind. The paper looks at the theoretical aspects of the internalization of transport externalities and analyzes negative externalities of car use. It characterizes the key negative impacts that potentially need to be offset through transport tax. It is proved that the impacts are most prominent in areas with a higher rate of car ownership where a large part of the population develops strong automobile dependency. The hypothesis is put forth that the situations differ with regard to positive and negative externalities and, consequently, should determine different conditions for transport tax, the development of the road network and vehicle growth control policies. The model of transport tax that exists now in Russia is analyzed and its key advantages and disadvantages are outlined. This paper provides reasons for a conclusion that the current tax rates in Russia's regions are not aligned with the level of road infrastructure. New goals for the tax reform are proposed: to enhance its fiscal function and assign it a regulatory role. Conceptual provisions of a new transport tax model have been formulated and a differentiation system has been substantiated for territories and tax rates depending on a ratio of positive and negative effects of car use.
The purpose of this article is to analyze the theoretical and methodological basis of building an optimal transport taxation system. That includes establishing classification criteria, functions and principles of building the system. The article systematizes economic views on the nature of transport taxes and outlines the genesis of transport taxation. The article substantiates that the genesis of studies on transport taxation involved the development of economic measures of the size of compensation which followed the special-to-general model, that is, from compensation for the use of particular road network facilities to compensation for the entirety of negative externalities and the use of the whole road network. The article systemizes functions of transport taxation and analyses its two main functions: fiscal and regulatory ones. The article rationalizes that the regulatory function in transport taxation is equally significant. The article analyzes negative external effects resulting from accelerated growth in car ownership. In addition, it substantiates that pure public benefits relating to motor vehicle use tend to transform into mixed benefits in the course of mass car ownership, which, in turn, remain non-excludable, but become rivalrous in consumption. The work presents an original classification of transport taxes based on the main classification criteria. Transport taxes are classified based on types and designation of transport payments, stages of the life cycle of a motor vehicle, the way the tax is levied, the influence it has on the intensity of car use and the purpose of revenue spending. The work offers a system of principles of optimal transport taxation consisting of well-known and new ones. The article further develops the benefit principle in transport taxation as well as the social optimum principle. In addition, it provides definitions for original principles identified by the author: the principle of comprehensiveness, the principle of differentiation, the principle of payment collection at time of service, and the principle of designation.
Transports are among the major sources of atmospheric pollution, causing climate change and public health damage. Public transportation is a well-known, recognized solution to greatly decrease transport emissions, especially when making use of zero emissions buses in the fleet, such as buses driven by batteries or by hydrogen. However, cost imposes a large barrier on zero emissions buses. The transition to the use of such buses is expensive, and it must be driven by several stakeholders, thus motivating service providers to make efforts towards zero emissions buses implementation strategies. In this study, citizens from a Russian district capital city were questioned on their potential role as contributors to the zero emissions buses transition, by studying their willingness and attitudes to pay a premium for the bus fares, in order to supplement the public transport agencies revenues. It was found that environmental concern and air pollution concern can be critical factors driving consumers into paying premium, but not noise pollution. Based on this study, there are several recommendations proposed for practitioners, as well as several future research avenues. In this article we seek to investigate how the consumers' attitudes and concerns over the environment and city pollution could influence their willingness to play a role as supporters of the introduction of zero emissions buses in the public transportation fleet, since understanding the consumer attitudes is essential to perform and run an efficient public system.
Abstract. The article asserts the role of transport policy in making a city comfortable for living and tourism. A theoretical framework is built for reaching the social optimum of passenger flows. The authors argue that reaching the social optimum is only possible by implementing a system of measures that would encourage the use of public transport and, in parallel, by implementing measures that would discourage people from using private cars. Substantiation is provided for an idea that an unregulated urban transport system is less effective than a regulated transport system that provides targeted incentives and deterrents for various personal preferences of city dwellers in order to reach the social optimum. The authors that variable taxes have the strongest effect on travel behavior. Comparative analysis is done of the specific features of various types of variable transport taxes. The authors propose measures for encouraging the use public transport and calculate the fiscal impact of introducing a distance-based toll levy in Yekaterinburg. The authors argue that a charge that vary by the time of day will make it possible to ensure a more even use of roads and parking space.
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