·Suppress the use of taxes or charges for motor vehicles?

Sustained smog has caused great concern in Chinese society, and excessive use of motor vehicles has been identified as one of the culprits of pollution. In the foreseeable future, people's voluntary voluntary emission reduction behavior will become a lifestyle. From the perspective of public policy, a new tax policy has been introduced to regulate the use of motor vehicles, and the time window seems to be opening. '
In the world, there are many kinds of taxes and fees related to motor vehicles. The parts that are borne by individuals can be roughly divided into two categories: ownership and use. The link tax is related to the individual's purchase and holding of the vehicle, including the administrative access fee for the license plate quota (auction, lottery and mixed mode), the administrative license fee for the vehicle registration (registration fee and its attachment), vehicle purchase Taxes, consumption taxes and import duties, as well as fixed taxes on vehicles (annual road taxes), insurance premiums, etc. The taxes on the use of the link are related to the behavior of the individual using the vehicle, including road pricing, congestion charges, pollution discharge charges, fuel taxes, traffic (road maintenance) fees and parking fees. At present, the taxes and fees related to motor vehicles in China, including the purchase tax, vehicle and vessel tax, traffic insurance, vehicle inspection fee and license plate fee, as well as fuel tax, tolls and parking fees for the use of the link.
These taxes and fees seem to be the notes in the symphony, playing the two major tax themes of "regulation" and "funding." If policy objectives are aimed at easing congestion, reducing emissions and raising funds, can taxes and charges change people's use of motor vehicles? The answer is yes. Objectively speaking, the taxation of the link and the use of the link in the behavior control, the results have their own advantages and disadvantages, the reasons are as follows:
First, ownership taxation primarily affects people's decisions about buying and holding vehicles, such as the model and performance of the vehicle being purchased, and thereby affecting and controlling the total number of vehicles operating in a city, or trying to slow the growth of the total number of vehicles. Internationally, it is generally believed that the ownership of taxes and fees generally cannot affect the use behavior after the purchase of a car, and instead induces a higher frequency of vehicle use. For example, in the mid-1990s, Singapore was known for implementing high-cost vehicles with taxes and fees. The average annual mileage of vehicles was about 18,500 kilometers, much higher than Hong Kong (12,700 kilometers), Japan (8,000 to 10,500 kilometers) and most of Europe. City (less than 12,000 km). In addition, in areas where motor vehicles are popular, whether or not a motor vehicle has a large impact on residents' quality of life, employment accessibility, and even social equity, most Western countries have almost no restrictions on motor vehicle purchases. Therefore, ownership of taxes and fees is also naturally regarded as a relatively slow and unfair policy tool. Of course, due to the few international cases in which high taxes and fees are implemented in the ownership chain, the above conclusions need further study. In particular, it is necessary to test the motor vehicle ownership control practices in cities such as Beijing Shangshangguang.
Secondly, because the marginal decision-making of people's travel is directly affected by fuel tax, road pricing or other road use control methods, the use of taxes and fees can reduce the mileage of the vehicle and can be used to adjust the traffic structure throughout the day, such as peak hours. There must be congestion charges to achieve the effect of “shaving the peaks and filling the valley”. Whether the use of tax or fee can play a role smoothly, thereby reducing people's dependence on motor vehicles, is related to micro-factors such as people's car habits, income level and rate setting, and also the spatial structure of land use and employment in cities. The macro conditions such as the degree of public transport and the level of service are related.
Third, relative to the use of links, possessing link taxes and fees has the advantages of less political obstacles, strong operational and easy implementation, and it is easier to achieve tax benefits. Moreover, the application of the collected taxes and fees to urban and public transport construction can effectively enhance social welfare. Some countries or cities adopt high-cost ownership taxation, which is well matched with the implementation of the use of taxes and fees, thus achieving the restrictions on the use of motor vehicles. Successful examples include Singapore and Hong Kong, China.
In short, the design of the tax and fee system of motor vehicles is a systematic project. The use of link taxes and fees has a more direct regulatory effect on the use of motor vehicles, and it is easy to achieve the expected policy objectives. However, its policy targets are the majority of motor vehicle owners and users, and may encounter public opinion obstacles, which need to be carefully measured and evaluated before implementation. In addition, when we learn from international experience, a noteworthy fact is the high-density background of Chinese cities. Compared with the low-density spatial pattern of urban cities in the United States, the space capacity of Chinese cities to accommodate motor vehicles is more cramped and limited, and in the process of rapid motorization, this space capacity has almost been exhausted. For some time, it has been suggested that the use of the link tax (crowding charge) to replace the link tax (the license plate fee) is very high. In the state where the transportation system capacity is close to saturation, the use of link taxes and fees can indeed reduce the frequency and intensity of use of motor vehicles, improve traffic congestion, reduce emissions, and obtain tax revenue, but if there is no continuous vehicle ownership control, it will be relieved from the source. The increase in the total number of vehicles, the effect of the use of control or difficult to sustain.

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