Publication: Affordability and Subsidies in Public Urban Transport: What Do We Mean, What Can Be Done?
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Date
2009
ISSN
0144-1647
Published
2009
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Subsidy policies on public urban transport have been adopted ubiquitously. Both in developed and developing countries, subsidies are implemented under two major premises: (1) to increase public transport use and to reduce externalities, such as greenhouse gas emissions and congestion, and (2) to make transport more affordable, particularly for the poorest. This paper focuses on the latter. Despite the widespread implementation of subsidies, there are virtually no quantitative assessments of their distributional incidence, making it impossible to determine if these policy instruments are pro-poor. Using different tools to quantitatively evaluate the incidence and distributive impacts of subsidy policy options, this paper analyses the findings of a series of research papers that have studied urban public transport subsidy policies in developed and developing countries. Available evidence indicates that current public urban transport subsidy policies do not make the poorest better off. Supply side subsidies-provided to the operator-are, for the most part, neutral or regressive; while demand side subsidies-provided to the user-perform better, although many of them do not improve income distribution. Considering that the vast majority of developing countries justify public urban transport subsidies on social grounds, as a means to improve the mobility, and thus welfare, of the poorest, it is imperative to move away from supply side subsidies towards demand side subsidies and integrate transport social concerns into wider poverty alleviation efforts, which include the possibility of channelling subsidies through monetary transfer systems or through other welfare instruments (food subsidies, health services and education for the poor).
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Publication Affordability and Subsidies in Public Urban Transport : What Do We Mean, What Can Be Done?(World Bank, Washington, DC, 2007-12)Subsidy policies on public urban transport have been adopted ubiquitously. In both developed and developing countries, subsidies are implemented to make transport more affordable. Despite their widespread implementation, there are virtually no quantitative assessments of their distributional incidence, making it impossible to determine if these instruments are pro-poor. This paper reviews the arguments used to justify subsidy policies in public urban transport. Using different tools to quantitatively evaluate the incidence and distributive impacts of subsidy policy options, the paper analyzes the findings of a series of research papers that study urban public transport subsidy policies in developed and developing countries. The available evidence indicates that current public urban transport subsidy policies do not make the poorest better off. Supply-side subsidies are, for the most part, neutral or regressive; while demand-side subsidies perform better-although many of them do not improve income distribution. Considering that the policy objective is to improve the welfare of the poorest, it is imperative to move away from supply-side subsidies towards demand-side subsidies and to integrate transport social concerns into wider poverty alleviation efforts, which include the possibility of channeling subsidies through monetary transfer systems or through other transfer instruments (food subsidies, health services and education for the poor). The general conclusion of the paper is that more effort should be devoted to improve the targeting properties of public urban transport subsidies using means-testing procedures to ensure a more pro-poor incidence of subsidies.Publication Public Transport Funding Policy in Madrid: Is There Room for Improvement?(2009)Public transport policy in the Madrid Metropolitan Area is often deemed as a success. In 1985, an important reform was carried out in order to create a new administrative authority to coordinate all public transport modes and establish a single fare for all of them. This reform prompted a huge growth in public transport usage, even though it reduced the funding coverage ratio of the transport system. Since then, Madrid's public transport system has been undergoing an increasing level of subsidization, which might jeopardize the financial viability of the city public transport system in the future. In this paper, we present a detailed analysis of the evolution of the public transport funding policy in Madrid in recent years. We found that the increasing level of subsidy can hardly be explained on the basis of equity issues. Moreover, we claim that there is still room for a funding policy that makes the efficiency of the system compatible with its financial sustainability.Publication Incentive-Based Subsidies : Designing Output-Based Subsidies for Water Consumption(World Bank, Washington, DC, 2001-06)To guarantee adequate and affordable water and sanitation services for vulnerable households, Chile introduced an individual means-tested water consumption subsidy a decade ago. Although the public authorities determine how the subsidy is applied, the mostly private companies deliver the service - under a scheme with built-in incentives to ensure cost-effective service delivery by the companies and low wastage by the customers. This case study reviews Chile's experience of using tax-funded subsidy payments, contingent on delivery of service by water companies. Funding the subsidy through general taxation allows the regulator to set tariffs according to economic criteria. Targeting allows scarce resources to be directed to those who need subsidies most. Both characteristics reduce the financial burden on the government as compared with the universal subsidy used in the past.Publication Designing Direct Subsidies for the Poor : A Water and Sanitation Case Study(World Bank, Washington, DC, 2000-06)Direct subsidies are an increasingly popular means of making infrastructure services more affordable to the poor. Under the direct subsidy approach, governments pay part of the water bill of poor households that meet certain criteria. This approach was first used in water sector reforms in Chile in the early 1990s and is an alternative to the traditional method in which governments pay subsidies directly to utilities, often allowing the price of water to fall below economic costs indiscriminately. This Note illustrates how simulation techniques can be used to inform the design of direct subsidy schemes, ensuring that they are both cost-effective and accurate in reaching the target population.Publication Designing Direct Subsidies for Water and Sanitation Services : Panama—A Case Study(World Bank, Washington, DC, 2000-05)As an alternative to traditional subsidy schemes in utility sectors, direct subsidy programs have several advantages: they are transparent, they are explicit, and they minimize distortions of the behavior of both the utility, and the customers. At the same time, defining practical eligibility criteria for direct subsidy schemes is difficult, and identifying eligible households may entail substantial administrative costs. The authors, using a case study from Panama, discuss some of the issues associated with the design of direct subsidy systems for water services. The conclude that: 1) There is a need to assess - rather than assume - the need for a subsidy. A key test of affordability, and thus of the need for a subsidy, is to compare the cost of the service, with some measure of household willingness to pay. 2) The initial assessment must consider the affordability of connection costs as well as the affordability of the service itself. Connection costs may be prohibitive for poor households with no credit, suggesting a need to focus subsidies on providing access, rather than ongoing water consumption. 3) A key issue in designing a direct subsidy scheme is its targeting properties. Poverty is a complex phenomenon, and difficult to measure. Eligibility must therefore be based on easily measurable proxy variables, and good proxies are hard to find. In choosing eligibility criteria for a subsidy, it is essential to verify what proportion of the target group fails to meet the criteria (errors of exclusion) and what proportion of non-target groups is inadvertently eligible for the benefits (errors of inclusion). 4) administrative costs are roughly the same no matter what the level of individual subsidies, so a scheme that pays beneficiaries very little, will tend not to be cost-effective. It is important to determine what proportion of total program costs will be absorbed by administrative expenses. 5) Subsidies should not cover the full cost of the service, and should be contingent on beneficiaries paying their share of the bill. Subsidies for consumption above a minimum subsistence level, should be avoided. Subsidies should be provided long enough before eligibility is reassessed to avoid "poverty trap" problems. 6) The utility or concessionaire can be helpful in identifying eligible candidates, because of its superior information on the payment histories of customers. It will also have an incentive to do so, since it has an interest in improving poor payment records. Thought should therefore be given at the design stage to the role of the service provider in the implementation of the subsidy scheme. 7) The administrative agency's responsibilities, the sources of funding, and the general principles guiding the subsidy system should have a clear legal basis, backed by regulations governing administrative procedures. 8) To reduce administrative costs, and avoid duplication of effort, it would be desirable for a single set of institutional arrangements to be used to determine eligibility for all welfare, and subsidy programs in a given jurisdiction, whether sub-national, or national.
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