Urban Transport Strategy. Management in Developing Countries John A Cracknell, страница 35

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some revenue from parking is allocated to the traffic agency in Sao Paulo, Brazil (see subsequent discussion on CET);

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new legislation in Brazil allows municipalities to establish funds for traffic interventions using fines from traffic offences;

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in Colombia, an urban transport development surcharge is applied to fuel (similar to maintenance-orientated road funds);

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revenues from the Trondheim, Norway cordon charging must be allocated to transport and

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London, UK local councils can retain parking fines and if, as is planned, congestion charging is introduced, then the revenue is retained by local councils but must be allocated to the "improvement" of the traffic and transport system.

Comment on resolution of Issue 7

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Adequate financing of the “traffic management agency” is essential to its success.

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Traffic management agencies often do have potential revenue sources.  At specific city level, traffic management and other transport measures can generate revenue directly e.g.:

parking charges  fines on traffic offenders

surcharges on public transport operations (as used in Leon, Mexico to improve public transport facilities)

capturing development gain from major private sector developers (see Chapter X);  in the future, congestion charges

other opportunities may exists to increase effective traffic management resources such as the use of concessions for busways^[7] and bus priority or even if segregated busways are provided by the traffic management unit, then direct user charges to bus operators should be possible;

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At a broader level, other sources of finance are potentially available e.g.  (i) surcharges on fuel^[8] used for urban transport (Colombia) (ii) property or business taxes used in part for traffic and transport investment; until recently, this was the case in Moscow although most of the resources were devoted to road building and traffic management was not a primary beneficiary (iii) "metro bonds" on consumer durable purchases were used in Korea.  While these mechanisms have wide implications which should be carefully assessed, they demonstrate that financing sources can be found.

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most traffic management agencies have been unable to capitalise on potential revenue

possibilities as a result of existing legislation and/or as the city administration has viewed that earmarking of traffic revenues is undesirable and/or cities do not view traffic management as important.  However, the use of traffic revenues offers opportunities to improve financing and there are now increasing examples of parking, traffic fines etc revenues earmarked to the traffic system;

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there is some trend that as cities recognize the importance of a well managed traffic

systems, they are prepared to commit resources permanently under local statute to meet traffic management costs (Moscow) or are prepared to devote a fixed percentage of all city revenues to traffic and transport matters (Ciudad Juarez, Mexico) or are prepared to levy surcharges on fuel to invest in urban transport (Colombia)