From: European road transport policy assessment: a case study for Germany
Performance | Score | Refs. | |
---|---|---|---|
Target achievement | |||
 (1) | In 2020, the state income from motor vehicle tax was 9.53 Bil. € in Germany (passenger cars, LDV and HDV) |
| [65] |
 (2) | Fuel efficiency and operating cost reduction are not the primary choice objective. Therefore, the effects of CO2-related taxing are not as effective as for commercial vehicles. (see Fig. 3) |
| [4] |
 | The staggered tax system for passenger cars taxes high-polluting vehicles more heavily than the previous linear system Older emission standards and diesel vehicles will face higher taxes as a result of this system |
| [81] [81] |
Cost-efficiency | |||
 Not evaluated due to lack of data and studies |  |  | |
Practical feasibility | |||
 A reason given for levying the tax is the individual use of public infrastructure and the occupation of public space while parking |
| [76] | |
 Calculation based on Euro standard, engine type (diesel, gasoline, Wankel, alternative), displacement, CO2 emissions from test cycles |
| [81] | |
 Average vehicle age increased from 7.7 years in 2005 to 8.2 years, which induced a more extended usage of vehicles and older technology (see Additional file 1: SM 15) |
| [54] |