Title:تامین مالی حمل و نقل پایدار از پیاده رو تا مترو – آرتورو آردیلا-گومز

بسیاری از شهرها در کشورهای در حال توسعه در «تله کمبود بودجه» برای حمل و نقل شهری گیر کرده اند: سرمایه گذاری های اولیه بسیار زیاد است، در حالی که درآمد ناچیز است. نیازهای سرمایه را نمی توان پوشش داد، چه رسد به عملیات و نگهداری. آرتورو آردیلا گومز در این سمینار کتاب خود را با عنوان تامین مالی حمل و نقل شهری پایدار از پیاده رو تا مترو: تامین مالی سرمایه، بهره برداری و نگهداری ارائه می کند. این کتاب از یک چارچوب تحلیلی مبتنی بر مفهوم «چه کسی سود می‌پردازد» استفاده می‌کند و ۲۴ نوع ابزار تأمین مالی را از نظر تأثیرات اجتماعی، اقتصادی و زیست‌محیطی و توانایی آنها برای تأمین مالی سرمایه‌گذاری‌های سرمایه‌ای حمل‌ونقل شهری، هزینه‌های عملیاتی و نگهداری ارزیابی می‌کند. تأمین مالی حمل و نقل شهری باید بر اساس ترکیب مناسبی از ابزارهای تأمین مالی مکمل باشد که احتمالاً سطوح مختلف دولت را شامل می شود.

قسمتي از متن فيلم: So let me begin by showing the size of the problem we are facing and imagine this is a very stylized model we have three types of CD medium large and mega they’re squares they have blocks as you can see in the in the table they start

As they grow the size growth grows to build brt eventually Metro of course local roads local roads provide the capillarity the access to two houses two buildings to two properties it’s the ultimate capillarity that a city needs and of course some expressways are an arterial roads are needed now the model

Also considers maintenance preventive routine and of course capital investments I want to highlight that a the slopes of the curves you are seeing in the side capital investment has a downward slope think about it maintenance all the maintenance has upward slopes you will get back to that

Why the slopes are like that but the model reflects to catch up to invest in capital in other words and maintain and operate the transport system from the sidewalk to the subway precisely and here are the results for over 20 years added up no discount rate no need any

Discount rate won’t change much so but its capital operation and maintenance for the three types of CDs and you can see two things from the slide 1 as the city grows the total cost of the transport system seems to explode and I know soon you will have a Lamberto

Speaking here and i hope you will address this and it will be very interesting because yes series is not that they’re becoming more inefficient it costs more because the infrastructure is growing proportionally to the area 2 squared but series do embed the scale economies the all day

Edges of location of cities the market they are so despite seeing that the cost of transport increased exponentially don’t feel that cities continue to be a good idea the second thing I want to highlight is the green bar which is local roads and this was a surprise when

We develop the model and then we really validated but validated the model I will show that in us in the next slide that local roads are so expensive but it’s because there are thousands of kilometres lane let me go back of local roads look for a megacity 200,000

Kilometres lane of local roads and local roads are there for an inherent part of the asset management structure for any urban transport system and they’re often forgotten and when I say wrote I also includes of course the sidewalk it’s not only the road we including the model the

Cost of the of the sidewalks and data for barbata on the left you see the distribution in kilometers laying it matches more or less water model predicted Bogota has a very extensive network of BRT the arterial network again kilo meter lanes and somewhat underdeveloped intermediate and local particularly the local streets and this

Is because a large chunk of Bogota has organized through informal set settlements roads are difficult to build in high high sloped areas a myriad of factors but again the the cost is actually quite high I’m referring now to the right part of the slide particularly the rightmost set of bars that’s the

Cost of bringing up to like a decent state of repair the road network completing what has not been built and operating and maintaining over 20 years and the left part in the industry in the figure on the right completing the arterial network and bringing it to a

Good state of repair it’s actually quite expensive but both we have an ancillary paper this is not mentioned in the actual book I am referring to and presenting today has a strategy of emphasizing maintenance in the BRT network above all and then in the arterial roads that’s the road that

The the strategy to finance the part that provides the larger mobility the local roads are a little bit behind are lagging behind but Bogota like many other cities in the developing world cannot finance all the costs of the transport system and we call this the or under funding or under financing trap we

Arguing the book that cities fall in a trap meaning they don’t have the revenue or the sources of revenue to finance all the infrastructure they need to add bringing all the infrastructure to the level of maintenance it should have and operating all the infrastructure and maintenance think of the slopes of the

Slide i was showing beforehand and you will see the dotted line on the top the orange one is actually desperations desperation of spending that bogota has according to the plans and the master mobility strategies and plans and so on and it’s a huge investment but it never

Materializes it’s a is the line below it and on the bottom side of the slide you see the dotted line in green and that one is what we call the trap it’s not only that is it it goes beyond because what it will cost to put the system up

To par to build all the capital again and maintained properly the infrastructure is way more expensive than what the city has back to this desire I presented with the slopes a city’s building transport infrastructure and managed to fall to overcome their financing trap then capital investment

Over a long time has a downward slope because they need to invest less in capital add less kilometres of BRT last kilometer of mass transit and so on they have already invested in the capital but operation and maintenance has an upward slope because their respective costs go up as you have more

Infrastructure you have to maintain more many cities in the developing world are in the left part of the slide in a trap where they cannot undertake the much-needed capital investments in more brt more mentoring more sustainable transport sidewalks and local streets included and they cannot even maintained properly the assets they already have

They are in a trap of sorts they cannot so you find mega cities in the developing world that have networks of less than 100 kilo meters of mass transit for example to serve 20 million people very part of the trap and they cannot even maintain the local streets

So we argue that the under financing trap underfunding trap is because for several reasons there is not enough revenue that can be in one directly or indirectly allocated to the transport system many times the enabling legislation is not good enough and doesn’t allow municipalities to raise revenue or national governments haven’t

Realized that they have a role to play in financing sustainable transport so this leads to the imbalance in investments operation and maintenance and revenue and also there is a periodicity mismatch sometimes the sauce the sources are do not match for example you build a VRT line you need a lot of

Capital up front or in about 3-4 years but your sources are recurrent and are don’t want race much you might need to access loans as a result but your city might not have a credit rating of our not be eligible for loans so that a drive eights that mismatch in sense of

Time aggravates the the underfunding trap then we also have institutional complexity will see the role the role for sustainable trans goes beyond the city or the metropolitan area itself and then the result is low investment overall investment in capital but also it maintenance an asset that

You know you don’t want Ain properly is an asset that then costs way more to maintain when you finally decide to maintain it now another factor that contributes to the under financing trap on a financing trap are the implicit subsidies that cars receive let me begin by telling a small anecdote once I

Visited one of the client countries of the world bank where I work and somebody said at the local office can you believe the local metro network receives 10 billion in local currency in subsidies a year isn’t it outrageous the public transport receives 10 billion in local currency a year in subsidies and my

Response was and how much money do cars receive in subsidies I don’t know the answer said my counterpart why because subsidies for public transport are explicit you can search on the internet and you will very likely find the different line items in the budget and

Add them up and you get a very good idea of the subsidies that public transport is receiving in one way or another not all as you can see in that in the in the figure in the chart some you cannot really find them but cars let’s think of

The subsidies that cars receive many of my the cities i visit in the developing world cars are parked on the sidewalk that’s a subsidy terrible subsidy sidewalk is for pedestrians cars are not even paying let alone for the cost of disrupting pedestrian flow fuel subsidies and let’s think of the most

One of the most horrible costs that cars impose on others congestion congestion is are caused particularly on the people that travel by bus in mixed traffic meaning the bus shares the street with the car the cars abuzz with 70 people and cars with maybe if you’re lucky to people

Most likely one on average one point three one point five people per car our congesting and imposing a cost on the bus congestion is therefore regressive but it’s a subsidy to the car those an implicit subsidy to the people in the car whereas the subsidies for public

Transport are explicit so which ones are subject to political controversy the ones for public transport because you can find them like my colleague and said is it at outrageous that the metro system here receives 10 billion in local currency in subsidies but the car as net recipients of implicit subsidies car

Users say I want to continue with the status quo I’m happy receiving subsidies I don’t realize but my behavior research reflects that I’m receiving subsidies instead of being charged so we end up with this imbalance we end up with private cars having a lot of political support because they move faster because

They receive implicit subsidies sign of status and again the implicit subsidies and of course you always have the pocket costs that all users have to pay but what’s the situation on the left for public transport many CDs say stigma or I won’t let my children travel by public

Transport I need to find a car for them or a drive and a driver or something but I public transport is too dangerous too bad in quality has explicit subsidies that again are subject to political controversy and our matter therefore off of debate where are the implicit subsidies for cars the controversy is

Much more difficult because they are implicit now on to the analytical framework that we develop in the book only four pages that analytical framework the book is incredibly short on purpose to increase hopefully readability so if you benefit you pay that’s the central pillar or who benefits pace because we are used to

Thinking in terms of charging for using a road user charges yes that’s part of if you benefit you pay or who benefits pays principle but because the users benefit they are the direct beneficiary but there are also general beneficiaries such as the National the country itself countries benefit from having sustainable and competitive

Cities and public transport for one is very important to achieve a sustainable and competitive city to make the labor market work for example and also there are in direct beneficiaries real estate developers advertisers and so on and so forth they also benefit in an indirect way so the principal says look at your

For example cost-benefit analysis where you are identified different beneficiaries among others that that’s one source for to identify the beneficiaries and say well if you benefit you have to contribute to this project because you are benefiting so so we’re changing the structure from let’s say user charges or no charge at all and

Just subsidies subsidies subsidy for all capital investment and operation to something if you benefit you pay the second part of the framework calls for wiser investments and wiser investments are particularly public transport projects so let me give the example of a brt system that is very well known internationally TransMilenio my hometown

Of Bogota and a let me link the wiser investment with the idea of the if you benefit you pay phase 1 of trans villania for the two kilometres 99 percent of the cost was born by bogota by the finances of the city of Bogota one percent or less by the national

Government of Colombia phase two the equation is reversed not entirely but the national government of Colombia says this is a good project it’s a wise investment it’s sustainable transport it’s actually even reducing the overall deficit because it it concentrates travel on a specific corridors it’s very efficient

With a fraction of the bus fleet you move a ton of people as trans millennium bata is doing which moves 2.6 million trips a day on a network of 110 kilometers or or so more or less approximate figures and in Phase two the government of Colombia said I want to

Pitch in I want to pay part of phase 2 and phase 3 and then the government of Colombia said but wait I need to not only invest in Bogota so with the world bank and the inter-american Development Bank the government of Colombia financed a series of series 5 the five main

Series to build brt projects and undertake ancillary reforms to try to create better incentives in the public transport system and generate better quality it shows them wise investments can attract funding because it shows that if you benefit you pay national governments do have a role and that’s

Why we have in countries like Colombia Brazil Mexico Argentina France Germany and the United States among others national or federal programs to support public transport above all most of all of those programs support above all public transport it’s very difficult to find one of those programs that support urban roads interestingly enough because

Of the two principles I just explained now we need to also improve the structure to address the periodicity issue for example making cds able to borrow to get loans to finance the capital investment which is a one-shot or over three years but it’s a big investment over a short period of time

And then develop the tools for example the property tax the property taxes i will present later on will emerge as a critical tool for financing local streets for example and here is in a nutshell our framework how to escape the under financing trap so on the left you see they know eighty

Financing structure that increase revenue but above all manage better day if you benefit you pay principal to say what are they because the financing mechanisms as I will present you can we split them by type of an officially general beneficiary direct beneficiary and indirect one the funding mechanisms

Match the beneficiaries so they can contribute and they can pay and some incentives have some financing mechanisms beg your pardon have the potential to change behavior specifically user charges of course abandoning the splitted subsidies implicit sorry the implicit subsidies I’m charging for the use of of cars for

Example and then on the right you have the idea again of the wise investment the implicit subsidy that cars receive an urban express way that for example does not charge at all it’s not a wise investment because it’s promoting or one sprawl it’s promoting an excessive use of the car it’s promoting cars

Congesting and hurting buses in this mixed traffic so wise investments create in general more benefits than costs particularly in the long term and they tend to help reduce the deficit and therefore achieve escape the under financing trap now on to the analysis of 24 financing mechanisms which is what we

Look at in the book and we assess the quality the convenience the pros and cons of each of these 24 financing mechanisms by using a set of financial sustainability indicators for example does it cost more to administer that revenue source than the revenue it generates then it’s not a good source of

Revenue you better abandon it you want sources of revenue that have a low administrative costs but in political terms the same happens we will see as I present the different mechanisms that there are wonderful sources but they need a lot of political homework mayors and planners it was

Assembled a very good coalition of support to get some of these mechanisms in place and also we look at how these financing mechanisms address transport sustainability specifically do they promote better behavior today promote less carbon footprint in other words but when you travel social equity their aggressiveness of congestion for example

The mechanisms address that element and the environmental impact so let me walk you through the first set of results this table is looks complex because this and it is because it synthesizes a myriad of dimensions in basically a matrix so we’re looking at general beneficiaries like the national

Government the planet itself I will explain why the planet is here included as a general benefits areas we look at some of the of them financing mechanisms so we’re looking at general beneficiaries the left column shows the financing instrument subsidies I will explain a little bit property tax national and international loans like

The ones the world bank or other multilateral banks offer carbon market global environmental facility the GF does finance urban transport and one reason is that they are a general beneficiary they represent the entire planet and they say I want to reduce the sorry that financing mechanisms has a

View that we want to reduce the carbon footprint of urban transport by promoting public transport and sustainable transport same with the Clean Technology Fund the second column shows the revenue level it’s like the signals in our design for how good your signal is in a cell phone

The more bars that are shaded the better the revenue source so we can see that the property tax is actually quite quite good PPP’s are also an interesting source and let’s briefly talk about why we included a public transport public public transport subsidies public transport in general requires subsidies

For capital investment it’s impossible to recover from the fares the investment in in the capital of BRT or or a metro but also some operational subsidies might be needed fares might not be enough but then there are good subsidies and bad subsidies in that regard we

Argue in favor of what we call demand side subsidies meaning transfer to the user to the passenger the subsidy the money to use public transport hopefully using a smart card and not cash so in some countries we’ve seen that the passengers for public transport receive a cash subsidy and they buy a motorcycle

And motorcycles have a lot of externalities externalities particularly on accidents unless they behave like a car but if they behave like a typical motorcycle quite dangerous Oh subsidies for public transport are justified demand side and for capital for capital investment and our analysis shows that the property tax is very important let’s

Look at the other columns as we explain the property tax it’s very stable has a very decent public acceptability although you get revolts like you’ve seen in California and other states for example in the united states that have limited the scope of property tax we don’t want that it’s fairly easy to

Administer let me give you an example precisely from bogota there is a World Bank project there the Bogota urban services that help the city of Bogota improve the cadastre system the basic registry of properties and how much they’re worth and bogota now has a world-class cadastre system before that reform the cadastre

Would erode the property value would not be updated regularly and the value would erode so every eight years the property tax system was outdated the cadastre was outdated and therefore the revenue from the property tax was very low but series now as I said like Bogut on Washington

Many other cities in the world the maximum a maximum number of years that the cadastre is out of date is one year every year the cadastre gets updated and this reform in Bogota was possible because the national government also enacted a law that allowed for a modern cadastre management system and barbuda

Now has one and the property tax is not only again one of the main sources of revenue but it’s also stable in time it continues to raise revenue now the efficiency no for promoting good behavior and less driving and so on the property tax doesn’t achieve that goal

That’s why we gave it a red light here not very good but as a source of revenue again think of local sweet think of sidewalks let’s think I can economist can you exclude build expressway can you explore exclude whoever doesn’t want to use the urban expressway yes that’s why

You should charge at all but can you exclude whoever doesn’t want to pay for using the sidewalk or the local street no you cannot exclude that user that and also sidewalks and local streets are fundamental for the city to to work so the property tax you see I’m pairing up

Financing mechanism beneficiary with parts of the transport system and precisely the column on cost says property tax is very good for financing capital investment maintenance and operation so in a nutshell and in periodicity its recurrent so in a nutshell we have in the table and because I will present to more of

Disables the name of the instrument for the category of beneficiary general in this case the revenue level using like the idea of the signal in our cell phone then the financial sustainability the first three columns stability public acceptance and administrative ease the transport sustainability efficiency does it promote better behavior equity the

Reduces congestion which is regressive for example an environmental impact carbon footprint then what part of the the cost column is can it finance maintenance operation and capital what parts can it finance and then finally the periodicity so as you can see each table condenses I don’t know how many

Dimensions like 12 or so in a matrix let’s move on to direct beneficiaries and I want to flip back because pay attention to the red and green and yellow dots like a traffic light I’m going to flip back and now notice particularly on the transport sustainability columns what happens many

More green dots because let’s begin with that part when we talk about direct beneficiaries this is what we also call user charges so we have parking charges road pricing congestion charging fuel taxes vehicle taxation fairy books revenue on ppps for urban roads different than ppps for public transport

In the previous chart a lot of green dots yes charging users of cars for example promotes efficiency lowers the carbon footprint its equivocal because it reduces congestion that affects above all the bosses in mixed traffic there are the large chunk of the Divine in developing in series in developing

Countries even those that have fairly well-developed DRT networks and fairly well-developed metro networks buses in mixed traffic continue to move a significant share of the public transport demand so when congestion effects those buses a lot of people are hurt charging those users of the road infrastructure of cars in particular for

Their use and for the benefit they get probe load sufficient he promotes good behavior but now let’s look at the sustainable sustainability aspects the three columns on the left under financial sustainability and you see a lot of red dots transport economics has for decades argued we need user charges we need better parking

Structure we need to charge charge the users of the transport system they’re consuming those users are consuming too many roads are traveling too much it’s not sustainable they generate exaggerated congestion however very few series have managed to enact actual congestion charging scheme you can count them in one hand probably with the

Fingers of one hand 11 all you need out the toes okay somebody’s telling me here that you need both handsome and one toe okay good good news it’s increasing but it’s politically difficult now what do we mean with the table do we say the mayor and the mayor’s advisors do not

Undertake this beautiful look at the revenue potential it’s huge it’s a huge revenue potential there from directly charging the users that also benefit from using the transport infrastructure now we’re telling mayors and and planners do your political homework you need to build a coalition probably you need to start through parking charges

Stop charging let’s say let’s use Washington as an example of an unsustainable parking structure first two hours fourteen dollars parking all day twenty dollars wrong it promotes travel during the peaks twenty dollars for parking all day and it dissuades parking of people who come to shop and

Do business in the area you need the exact opposite you need two dollars for the first two hours and maybe eighty dollars if you travel on the peaks but should those eighty dollars go entirely to the owner of the parking facility no they should go be shared with the city

Government easier said than done that’s why it doesn’t happen that’s why the parking fee structure is the opposite of what we want for sustainable transport the exact opposite more often than not and the political homework the political home but there is fantastic revenue here huge benefits in terms of efficiency

Equity and environmental impact but the political homework again we are not saying do not undertake do not work do not make an effort to try to get parking charges changed road pricing congestion pricing know we’re saying there is a political homework to do because the revenue is very interesting it’s a huge

Source of revenue that hasn’t been tapped for the most part I was presented the same research in one country client of the World Bank and somebody came after me and told me I pay twenty-five dollars a year in registration fees and all vehicle charges $25 for a car and I

Used to think that it was exaggerated costs to pay $25 for the right of owning a car gladly that person told me that thanks to this presentation had seen that probably he should be paying 25 hundred dollars a year because he realized the cost and the benefit is receiving and said changed completely

One by one maybe we need to to convince now on to indirect beneficiaries so here we have a employers urban developers a real estate interests and so on we have a series or from advertising to tax increment financing a special assessment or valorisation in other context is called from Spanish it’s been translated

Into English valorization valorisation special assessment transport utility fees so on many are on there the heading of value capture again a very interesting source of revenue but up sorry the political aspect is also difficult again the lesson is mayors and planners if you want to do a special assessments very

Interesting Oh betterment levels so sorry I was confusing betterment levies is what is equivalent to valorisation apologies betterment levies very important source of financing but you need to do a political homework you need to build a coalition you need to explain and also when you do value capture

Please do not hurt the property tax let’s use again the city of Bogota the book doesn’t mention Bogota or any other series out like a white paper but as part of this research we also analyzed in death the finances of the Bogota transport system overall and we have

It’s a public paper we presented at the world conference on transport research some years ago so I’m using those examples Bogota a previous mayor try to imperil el an act a very large betterment levy and an update to the property tax to the cadastre system and there was a political revolt and the

Coalition against because people were saying wait a minute you are charging me more on the property tax because you are updating the cadastre the property values and you’re also now telling me to pay an additional contribution for some projects that you will build that will benefit me but my income is not growing

So I have to pay more and my income will grow at a different rate so the coalition again against found the property tax to be the weakest link and the update to the cadastre fell through had to be cancelled but the betterment levy was enacted years later a different

Mayor was able to update the cadastre interestingly enough the betterment levy didn’t work as expected that Mayor also had to return some of the revenue the city had collected because the works were not undertaken but again value capture very good do your political homework and do not hurt other sources

Of municipal finance like the property tax as long as those are bad please by all means build your coalition of support betterment levies tax increment financing great sources of revenue but a lot of political homework to do and again on the task maintenance operation capital so you see the different parts

Of the transport system here is another representation of what each financing mechanism can finance so we divided the transport system in seven parts from urban highways non-motorized on public transport traffic management and i TS that’s increasingly important many cities i work in have traffic light networks that have a fraction of lights

Working properly and have a fraction of the overall traffic lights the city needs so when you don’t have even the basic pillar of ideas which is I traffic lights working properly you can expect your congestion to be a little bit higher than than it should be but but

Again many series need to learn about ideas above all by managing their the traffic light network so you can see from general beneficiaries loans and grants global environmental facility can finance several parts now let’s see what happens when you go to direct beneficiaries let me go back and again

You see even more parts the longer the number of bars on the chart the better that financing instrument in that category of beneficiary we’re looking now at direct beneficiaries is to finance different parts of the transport system again direct beneficiaries the financing instruments related to direct beneficiaries are a very good source for

The entire system for maintenance for capital investments for IT s for everything every part from this I walk to the subway and then they in direct beneficiaries here not as good but not bad not bad it can finance a lot of public transport as you can see all

The elements here are good for financing sustainable transport non-motorized on public transport is the green bar so all of these instruments are a source and again apply the principle if you benefit you pay if you benefit somewhat you should contribute to financing sustainable transport urban highways interestingly enough don’t appear as

Much in the in the in the chart interestingly enough if you pay attention sustainable transport seems to be able to tap more financing mechanism so on to the conclusions transport planning and urban planning are linked as I was saying implicit subsidies for cars spread the urban area contribute to

Sprawl for example so link them apply the who benefits pays principle if you benefit you pay change therefore the financing structure from just finding if I build a dr t then what can I do no step back look at the benefits look at the local legislation and see what of

The financing mechanisms we described in the book are available in the legislation and see how you can tap them how you can make a contribution to the financing structure instead of saying all i need is international loans and no step back and think more carefully the overall financing structure along the

Lines of who benefits pays principle second or third point sorry wise investments again what is not a wise investment an urban express way that does not charge users that does not have at all hopefully a higher tolerance hours than during the off-peak hours that is an unwise investment public transport

It’s a very wise embarrassment in general of course good feasibility study good demand analysis so that you don’t end up with a metro line with 10,000 users add a properly undertaken and prepared public transport projects are wise investments subsidies are important for capital for example that’s why national governments tend to above all

In their programs subsidize capital investments but also as I was saying there are subsidies for the user or if they have to be two operators then in exchange if they have to be supply-side subsidies to the operator of the bus that say then try to generate better behavior better service in exchange for

The subsidy frequently we see explicit subsidies for bus operators in exchange for just the basic service we advocated 21 improve the structure of those subsidies to generate better behavior and hopefully raise fares a little bit to a level where most people can pay and switch to a demand-side subsidy so that

Those who really need the subsidy the very poor actually get the subsidy when you have lower fares people that are currently getting the subsidy and good pay are getting the subsidy so subsidies also need some changes property tax national governments here have a role on the one hand to allow to improve

Legislation for example a the use of hedonic pricing to update the cadastre instead of having to be an inspector that looks room by room that is for example of the properties I’m summarizing the reform in Bogota before it used to be a person have to go property where property or people could

Self-assess but the inspection that the update was through physical instruction now that’s a part of the update the rest is through hedonic pricing models that Colombian legislation allowed so those hedonic models run equations and the cadastre gets updated washington d.c updates it kedah it’s cadastre in the same way that’s modern cadastre

Management and it’s a very good source of revenue think about sidewalks and local streets think of them as in terms of the benefit they provide I like in this part of my presentation to refer to Eduardo vasconcelos book on transport equity and environment forget the exact title apologies but he describes how as

A child he used to play soccer in the streets of são Paulo and now it’s congestion children cannot play because congestion has become pervasive and regressive that’s why local streets provide a general benefit because above all I think we can see them together with the sidewalks as an extended part

The local streets there are for some cars to go through some bosses but above all for pedestrians and children national governments they have a role to play because they benefit because national governments benefit from having cities that work where the urban labor market works and therefore they should

Contribute I was referring to the examples of Colombia Brazil Argentina Mexico France Germany the United States among others that have national or federal programs to support sustainable transport at the city level and now the political reality user charges we need to introduce them gradually and we need

To do the political homework of getting support for congestion charging parking fees and so on value capture a very important source of revenue but again with a big political task ahead can you do it of course series have done it value capture is a very interesting mechanism but please do not hurt other

Key municipal finance mechanisms such as the property tax if you get a trade-off analyze it carefully more betterment levees raised here and less property tax here be careful because one is recurrent and the other one is the betterment levy is a one-shot be careful huge source but

Precisely for that assess work poly in political terms so in a nutshell if you benefit you pay and wiser investments because we want to go from unsustainable transport as you see in the left side to sustainable transport to quality trans public transport and we want above all

To have a public transport that has the political support that has the status people are proud of the political of the of the public transport system that yes receives explicit subsidies it public transport needs them as I explained of course the fares are an important source of revenue but the change important here

Is also in cars cars continue to be people proud of their car fine but user charges from implicit subsidies we need to move hopefully one day to user charges and of course their pocket costs so thank you and let’s open up the discussion

ID: z-ViRngBsF0
Time: 1468344970
Date: 2016-07-12 22:06:10
Duration: 00:45:53

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