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- W365906020 abstract "State intervention in transport and planning policy can be of either an overt form or a by product of other state activities. Yet such 'by products' can often involve greater resources and wield more influence than overt transport planning policies. Indeed, it is not unknown for the transport policy 'by products' of fiscal or broad economic policies to work against state transport policy objectives. A prime example of this is the state subsidisation of the company car. This arose largely for short term industrial and political reasons, but now that the company car has become the management status symbol, the state subsidy has become politically difficult to curtail. Nevertheless, state aid to the corporate motorist represents the largest government subsidy to any form of transport in Britain. Preliminary estimates suggest that this subsidy is approaching some 2,000M pounds sterling per annum. Company financed cars represent some 60-70% of all new sales and 11% of the total car stock. Few company motorists are subject to general economic factors such as petrol prices or maintenance costs and the types of cars purchased tend to be large and expensive. This alone has increased national petrol consumption by 8%. In addition this relative immunity from economic factors means that corporate motorists are little influenced by most transport policy measures. A 2,000M pounds sterling state subsidy to undermine transport policy objectives does warrant some research attention, yet in reality very little work has been done in this area. This paper examines the immediate transport policy implications of the corporate finance of motoring and looks in detail at the degree and distribution of state subsidies to the company car. The final section of the paper examines the reasons why, unlike in other areas of state transport subsidies, those to the corporate motorist are virtually unquestioned, despite the obvious detrimental effects upon transport and energy policy objectives. The functions that these subsidies are considered to serve are examined and it is concluded that the disbenefits have been discounted to a remarkable degree. Transport and energy policy objectives seem to carry little political weight and are overridden for the most marginal general economic policy goal. While such a situation prevails, the role of transport planning in our society is likely to be marginal and erratic. (Author/TRRL)" @default.
- W365906020 created "2016-06-24" @default.
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- W365906020 date "1983-01-01" @default.
- W365906020 modified "2023-09-24" @default.
- W365906020 title "STATE SUBSIDIES AND THE CORPORATE MOTORIST. AN ANALYSIS OF FISCAL, INDUSTRIAL AND TRANSPORT POLICY INTERESTS" @default.
- W365906020 hasPublicationYear "1983" @default.
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