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Road user charges in Central America (Inglês)

The application of the principles of pricing of road user services to Central America is described. If the maximum net benefit from the highway network is to be achieved, the correct price to be charged users is a price equal to the cost of the resources used up when the journey is made. An attempt is made to estimate the variable maintenance costs generated by vehicles using uncongested highways. Current charges are in considerable excess of the economic costs of using uncongested highways. A high degree of congestion exists in all major Central American cities. Failure to reflect this congestion in the costs of using urban streets is rapidly leading to an intolerable situation. A general recommendation is made that road user charges be reduced in rural areas and increased in urban areas. Gasoline taxes, import duties, and general license fees could be lowered at the same time as urban congestion charges and diesel taxes are raised. Excessive border crossing procedures should be eliminated. Data that should be collected in order to facilitate transport decision making should include traffic counts, velocity studies, freight rates, maintenance costs for select road sections, and post investment studies.

Detalhes

  • Autor

    Churchill, A.

  • Data do documento

    1972/01/31

  • TIpo de documento

    Documento de Trabalho (Série Numerada)

  • No. do relatório

    OCP15

  • Nº do volume

    1

  • Total Volume(s)

    1

  • País

    América Central,

    América Latina,

    Caribe,

  • Região

    América Latina e Caribe,

  • Data de divulgação

    2010/07/01

  • Nome do documento

    Road user charges in Central America

  • Palavras-chave

    central american common market;economies of scale in production;road service;annual license fee;efficient allocation of resource;demand for transport service;benefits of family planning;marginal cost pricing;rates of return;road user charge;distribution of resource;elasticity of demand;investment in road;types of road;misallocation of resources;demand for road;marginal cost price;transport for all;border crossing procedure;number of vehicles;increases in benefit;increase in income;factor of production;difficulties due;ease of collection;mode of transport;road user tax;types of taxes;vehicle operating cost;sale of service;main urban areas;transfer of revenue;degree of monopoly;form of regulation;electric power network;cost of congestion;equal marginal cost;financing of road;demand for capacity;volume of traffic;construction of road;provision of road;competitive trucking industry;average daily traffic;annual vehicle kilometer;incidence of tax;price of transport;poor financial situation;local government revenue;fuel tax;annual tax;marginal congestion cost;process of development;demand for transportation;Road Pricing;joint product;pricing policy;road tax;road investment;urban street;urban roads;public revenue;transport cost;occasional papers;highway network;import duty;urban congestion;congestion charge;transport prices;public authority;maintenance expenditure;benefit tax;congested highways;tax policy;financial constraint;public expenditure;Public Utilities;Property tax;financial transfer;case care;competitive market;income redistribution;derived demand;cultivated area;joint library;economic efficiency;government action;real resource;alternative use;total traffic;marginal conditions;Gasoline Tax;paved road;financial deficit;average cost;public ownership;traffic structure;road cost;small fraction;highway financing;road haulage;rail competition;financial cost;Gas Tax;Oil Refining;production function;high capital;capital stock;book value;capital asset;freight rate;equitable distribution;subsistence farming;national system;administrative factor;demand elasticity;rail service;transport industry;property owner;truck transport;rail capacity;Social Welfare;public transportation mode;cost differential;railroad rate;general revenues;rail pricing;transport mode;tire manufacturing;special tax;ration price;private investment;passenger travel;generated traffic;excessive investment;road management;resource cost;passenger traffic;commodity tax;transportation resource;present value;investment policy;competitive industry;future investment;social objective;land rent;government tax;productive use;government investment;empirical evidence;intercountry trade;domestic traffic;gravel road;natural monopolies;road improvement;scarce resource;skilled labor;rural area;Proposed Investment;cargo vehicle;fiscal difficulties;highway maintenance;fiscal reason;urban traffic;potential users;state monopoly;monopoly position;pricing rules;private vehicle;running cost;road budget;monopoly power;commodity traded;shadow price;alternative roads;alternative mode;congestion price;tax revenue;unpaved road;traffic count;budgetary problem;inherent characteristics;road transport;price theory;administrative problem;net impact;paved highway;individual tax;highway system;urban authority;pricing mechanism;road space;highway authority;total tax;export experience;financial difficulties;tax base;automotive industry;electrical equipment;investment study;risk analysis;secretarial assistance;expenditure responsibility;maximum extent;tax raise;goods transport;market place;timber land;transportation service;maximum benefit;market price;lumber industry;marginal product;competitive environment;resource distribution;income effect;extractive sector;transport tax;tax levy;transport rate;public policy;

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