The views of The Skubla of Taxiförbundet, Charlie, Gary, from the Motorbranschens ‚ association, as well as by the two researchers, Per Kågeson, Anders Gullberg had left in our op-ed on a avståndsbaserad road tax, gives us the reason for some of the clarification of the principles which form the basis of our work.
The first principle is that motorised traffic is to cover the costs, as it does, on the other, the principle is to achieve the goal of a 70 per cent reduction in transport sector carbon emissions by 2030. Both of these principles have been enacted by the parliament.
as of the vägskatten, which our modelling has resulted in the. In accordance with the first set vägskattenivåer, so that they are equal to the social cost per kilometre of traffic causes, such as wear and tear, and the maintenance of the road network, accidents, noise and local pollution. The level of taxation in our analysis are based solely on the traffic analysis estimates the social costs per mile of cars. These estimates may be adjusted, in which case it would provide incentive to adjust the vägskatten.
To reduce carbon dioxide emissions by 70 per cent by 2030 is very challenging no matter the instrument. The modelleringarna will require a combination of each other’s territory, the reinforcement of the bonus-malus and the reduktionsplikt that can be adapted to one another in the period to 2030. A road tax is just a part of that, and modelleringarna showing that electric vehicles need no exemption from the road tax over the greater part of the 2020-ies to be a conflict between climate change objectives and competency are to be avoided.
it will be the tax revenue in our modelling are unchanged after the introduction of the road tax. However, if the vehicle will be cleaner and safer as a result of electrification of the drops, however, tax revenues as social costs that it causes is reduced. However, allowing for a road tax, unlike the fuel tax to a relevant costs order, for example, vägslitage, accidents, and congestion, can be taken out, even from an electrified vehicle fleet.
it is not based on a principle that the road tax will prevent an increase in traffic in the bigger towns and cities, including on the development of self-driven vehicles could lead to an increase in traffic and congestion in towns and cities. Based on our modelling of the traffic analysis to the assessment of the social costs per mile of driving a car in the major cities and towns. The result is a vägskattenivåer, which results in a reduction in car usage in the bigger towns and cities, as compared with the current situation. , which is co-ordinated with a reduction in the fuel taxes can assume that, while heavy goods vehicles are taxed according to similar principles.
If there is the political will to include a avståndsbaserad the road tax in the reform of the trafikbeskattningen, which could be launched by 2030, the need for an investigation to start as soon as possible. As indicated in our report, the need to include both light and heavy vehicles.
We are well aware that the reform of environmental taxation is a complex one. However, it is very important, due to the electrification, and to be more accurate, thanks to the development of the.
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