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Canons of Taxation

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Introduction
The vision of Auckland is to pertain the title of “World’s most liveable city”. The region’s population will continue to grow and expected to reach 2.2 to 2.5 million. A larger population will also generate more businesses which will require more goods and services around Auckland. To face the strong population growth and achieve the goal, Auckland City Council has proposed an integrated package of major transport projects over the next 30 years. These projects require additional funding of $10-$15 billion dollars. The existing funding sources are already committed therefore alternative source of funding needs to be found. Council has come up with various options which can fund this future transport projects. This essay will examine three major options tolls, rates and taxes on the basis of equity and efficiency.
Tolling new and existing roads is one of the options which can fund the transport projects in Auckland. In terms of equity dilemmas faced by the policy makers, under the current legislation, an existing un-tolled alternative road must be available. Therefore, it will be essential to only toll roads (existing or new) which have an alternative free route available. Hence the driver will have a choice to use the tolled road alternative free route. Therefore, toll will be only paid by those who are willing to pay to use the road; others can use the alternative free route. Available options will not impose burden on the drivers to pay. But it will be important to consider that the toll roads may be less used compared to the free route available which may lead to less collection of tax. According to Cr Brewer, “It is going to get very expensive to live in Auckland by adding tolls to road.” At the same time, toll will be a regressive tax as people using the roads can be a higher income earner and lower income earner and both will pay the same toll but depending on their use. In terms of the efficiency, tolling can be expensive as it requires billing, cash system and effective technology so that collection costs should not be relatively high to the amount collected. Also it requires high costs of maintenance. Currently, New Zealand only has one Northern gateway toll road, and figures shows that 96% people who used the road paid their tolls on time. On the other hand, there is a cost involved to recover the debt of 4% people who did not pay. At the same it can be efficient because it captures huge numbers of vehicles across the whole network, allowing costs to be spread. Increasing the cost of personal vehicle use will also decrease congestion to some extent. Toll may not be highly equitable as they are regressive tax and they may not be enough efficient as they will be expensive and have a high of maintenance.

Another option to fund the future transport projects of Auckland can be Taxes- airport departure tax or visitor taxes. In Europe and Denmark, time has witnessed increased in tourism taxing. Governments are looking at tourists as a new source of revenue. These taxes are the political advantage of shifting the tax burden to non-residents. Hence, if this will be chosen then Auckland transport projects will be funded by approximately 3.3 million departures annually. On the basis of equity, visitors will take advantage of those new projects for which they will pay departure tax. Are visitors the only people who will be using these new projects? These new projects will mostly be used by Aucklanders but the burden will be held on the shoulders of visitors. Although, as per the Auckland city council plans, the departure taxes or visitor taxes will be set sufficiently low and will not have any significant change in visitor numbers. This tax is highly efficient as there is an existing levy on departing passengers and additional taxes can be added which will be relatively straightforward. Research conducted in USA, Mexico and may other countries has shown departure tax as one of the monetary barrier to travel. Similarly, visitor tax can be applied to the commercial accommodation easily but it will be important to make sure that accommodation businesses do not suffer because of this extra tax which will included in the accommodation costs.

General rates are also one of the options to find the Auckland city’s transport projects. Currently, they are used to fund council activities; available to all and benefit all regions. These rates will be paid based on the valuation of the property (e.g. residential, commercial, farms) and charges different rates per dollar of the property value. It is important to consider that it gets progressively structured so that lower income earners should not bear the burden as higher income earners. This can be aligned by assessing the ability to pay or exempting the lower sit value from it. Currently, Council has option for tax payers to pay in four instalments. And they can apply for financial hardship if are not able to pay for it. This application is assessed on the basis of income, so if a person earns lower income they would be eligible for rebate. Current regulation shows that the rates seem to be progressive as there are grants and exemptions for the people who cannot afford to pay. Hence, it is clear that price will be paid by the people of Auckland who will take the most of the advantages of new projects. But some owners might suffer a welfare loss and many would prefer not to use public investment for these projects as they are more valuable to the people living close to them. Tenants may move if a new public service causes rents to bid up in the benefited area. They suffer a welfare cost of relocation. Even those who stay may value the new service less than the accompanying rent increase and thus would be made worse off. But this tax incident on the landowner, it can be imposed without harming the renters. Studies also show that higher land rates will reduce the market value of the land. “The Effects of Land taxes on Development Timing and Rates of Change in Land price” As there is an existing system of collecting rates, the costs of collecting will be relatively low as additional tax can added to the rates bill.

Conclusion
To summarize, applying tolls to new or existing road is equitable as it offers a choice whether to use a new road with the toll or an alternative free route. And the price will be paid by the people using it the most. But of introducing this system is not highly efficient as it requires higher cost and maintenance. Either visitor tax or Departure taxes are not equitable as visitors are not the people who will be using the transport projects the most. Although introducing departure tax is relatively straight forward due to the existing departure levy. But it may affect on the visitor numbers to the limited extent. And visitor tax is also easy to collect but this might affect the accommodation businesses. Rates are quite equitable as they will be imposed to the Auckland properties and thus people of Auckland being benefitted will pay the price to fund the projects. It is highly efficient due the existing rates collecting system in place. This will result in much lower cost of collection as compared to the revenue collected.

Recommendation
I recommend rates as an equitable and efficient way of collecting funds for the new transport projects. Rates are progressive tax to an extent as council offers rebates and exceptions to low income earners and people suffering financial hardship. New transport projects will be funded by the people benefited by them the most; except the land owners who may suffer welfare loss by not getting any advantages by the projects. This may affect the prices of the land but only to a limited extent. This tax can be imposed to the land owners only so that tenants do not suffer any increase in rent due to the tax. Therefore rates will be more equitable as above compared to the other options. Introducing tax through rates will incur relatively low costs compared to the revenue collected and simple to add the additional tax in the rates bill. Therefore it is highly efficient to collect.

Bibliography
Auckland Council “Getting Auckland Moving” (2012) Auckland Council (www.aucklandcity.govt.nz)
Auckland Regional Council “Rates payment options” (2010) Auckland city council (www.aucklandcity.govt.nz)
Darwin, Roy(ed) Ecological Economics (online looseleaf ed, SciVerse).
Dunkerly, Harold B “Urban Land Policy” Oxford University Press (2001)
Edgell, L David (ed) Tourism Management (online looseleaf ed, SciVerse).
Fletcher, Christine “Auckland to Become Unaffordable, Not More Liveable” Scoop Independent News (New Zealand, 29 March 2012)
New Zealand Transport Agency “NZTA to Prosecute Worst Toll Road Evaders” Scoop Independent News (New Zealand, 14 March 2012)
Ritchi, J. R. Brent “Understanding and meeting the challenges of consumer/tourist experience research” International Journal of Tourism Research (24 February 2009)
Stough, R “Transport and information systems” Edward Elgar Publishing (Australia 2009)
W. Erwin Diewert and Denis A. Lawrence “The Deadweight Costs of Taxation in New Zealand” The Canadian Journal of Economics / Revue canadienne d'Economique (Canada, April 1996)

--------------------------------------------
[ 1 ]. Alternative funding for transport discussion document, February 2012.
[ 2 ]. Auckland To Become Unaffordable , Not More Liveable, March 2012
[ 3 ]. NZTA To Prosecute Worst Toll Road Evaders
[ 4 ]. Tourism’s taxing times: value added tax in Europe and Denmark. September, 2000.
[ 5 ]. Tourism Management. March 1988.
[ 6 ]. Soup, 1970

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