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By Pavel Tsatouline

Muscle and power education secrets and techniques For The Renaissance guy

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This corresponds to 35% of the additional revenues from cars in the Netherlands. © ECMT 2003 ECMT OPTIMAL TRANSPORT PRICING The welfare gain from implementing this pricing rule applies in all cases, whether or not its application also delivers increased revenues. Of course, any government facing the prospect of an aggregate reduction in revenues will need to weigh this loss against the welfare gain. But in any case the welfare gain to society as a whole is not the only issue that governments need to take into account.

To prescribe a true optimal scenario for such a future would thus require us to prescribe the 16. Tables 11 and 11a, respectively, in the country tables at Annex A. 38 17. As it happens, the long-established scepticism in regard to the requisite technology – see for example the report of the High Level Group on Transport Infrastructure Charging, Final Report on Options for Charging Users Directly for Transport Infrastructure Operating Costs, Brussels, 1999 – has now been answered by the recent decisions in Switzerland, Germany and the UK inter alia to implement electronic distance charging for road haulage, in some cases incorporating satellitebased tracking systems.

See Annex A2, immediately following the presentation of the results of the core study at Annex A1. © ECMT 2003 33 REFORMING TRANSPORT TAXES ECMT Optimisation yields an increase of over 50% in overall revenues in all three countries – indeed, a weighted average increase of 66%. Stripped of VAT so as to derive the cost recovery rate, the sum of revenues in the optimal scenario stands at above 150% of infrastructure costs in all three countries – indeed, at above 300% in Britain and Germany. A pricing rule that sets a zero price for fixed costs generates nonetheless more than sufficient cost recovery.

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