PT funding examples from Switzerland tourism tax and infrastructure funds

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1 WG 3 Market Organisation April, Leipzig, Germany 3rd Working Group Meeting PT funding examples from Switzerland tourism tax and infrastructure funds Martin Ruesch, Rapp Trans AG Zurich, Switzerland

2 Tourism Tax in the Oberengadin/St. Moritz Area Facts and Public Transport in the Oberengadin/St. Moritz Area Background on Financing Financing Model Tourism Tax Contribution of mountain railways Cost distribution between communities Conclusions

3 Facts on the Oberengadin/St. Moritz Area Number of Inhabitants: approx Number of persons in peak season: to mln overnight stays per year Approx. 85% of GDP is depending on tourism Touristic conurbation

4 Public Transport in the Oberengadin/St. Moritz Area Integrated Network with: Railway connections Regional Busses Local Busses Skibusses 4 PT-Operators

5 Public Transport in the Oberengadin/St. Moritz Area Integrated Tariff System For monthly/yearly/guest passes and ski passes since 1999 For single/multi-trip tickets since 2007 Agreements between hotels and tariff union Electronic Ticketing System Easy Drive Prepaid TouchScreen ticketing machines Organisation Political PT commission Coordination platform for the tariff union

6 Background on Financing The municipalities delegated the PT to the region (political unit Kreis) around 1995 with a new legislation on regional level National and cantonal authorities finance the basic regional PT- Services Cantonal authorities can co-finance costs related to tariff unions and other measures to support PT The region has to pay for Supplementary PT services (shorter intervals, additional lines) Touristic PT services (touristic lines) Costs related to tariff union (revenue lossess, management of tariff union) The communities have to pay for Local PT services as far as they order Local Skibusses (with the mountain railways)

7 Financing Model for Upper Engadin When the tariff union was established, a new financing model was developed Requirements: Longterm sustainability for PT Financing Fair share of costs between public and private parties Fair distribution between the communities Flexibility to changes in framework conditions (development of economy, development of PT Services) Continuity (low risiks, low dependency on non-mandatory financial means) Consensus between all the parties involved

8 Financing Model for Upper Engadin Different financing sources investigated (regional funds, local funds, tourism tax, PT earmarked parking fees, mountain cableways contribution, sponsoring/ advertising, etc.) 2 stages model 1st Stage Distribution of costs according to the benefits of a partner 2nd stage Distribution between communities based on number of inhabitants, tax potential and number of PT services of a community Canton Grisons PT Costs to be covered by the region Contribution Upper Engadine tourism of the traffic tax mountain District cableways 1st stage Municipality cost distribution scheme 2nd stage

9 Tourism tax Hotels, etc. Winter: 40 Rp. (25 Eurocent) per guest and night Summer: 25 Rp (16 Eurocent) per guest and night Collection by tourism organisation Max. 30% of uncovered costs Implemented by a regional law and regulations based on a public vote in 1999! Owners of holiday appartments: Approx 55 Euro per year Collection by municipality Max. 15% of uncovered costs

10 Contribution of mountain cableways The region agrees with the mountain cableways on a contribution which considers the benefits of the mountain cableways. The mountain cableways have to bear the costs of revenue lossess by skipassess part of the costs of supplementary services Difficult negotiations, political agreement based partly on willingness to pay

11 Cost distribution Scheme Stage 1 (without basic PT Service) Main annual Costs (excl. basis services, (1CHF=0.65 Euro)): Revenue lossess: 1.5 Mio. CHF Suppl. Services: 2.5 Mio. CHF (uncov. Costs) Mnmgt. Tariff Un.: 0.2 Mio. CHF PT Admin. and Planning: 4.5 Mio CHF Further costs for PT priorisation measures can be relevant (but treated separately). 28% 14% 16% 42% Mountain Cableways Communities Tourism Tax Canton

12 Cost distribution between municipalities Factors considered: Number of Inhabitants Tax income Number of departures within a municipality Weight 75% Weight 25% Consideration of PT means Railway lines: weight 2 Buslines: weight 0.25 to 1 depending on their importance Special Considerations: Reduction of number of departures for small municipalities

13 Conclusions To create a new financing model is a challenging process Only partly a scientific approach, it gets very political (joint agreement necessary) It is possible to get additionnal financing means from private parties or specific taxes Implementation by regional law is possible Approach transferable (with adaptations to local framwork conditions) To touristic areas To other areas (with other private parties)

14 Swiss Infrastructure funds Background Swiss Conurbations Programme Implemented National Law Infrastructure Fund Funding Possibilites and Conditions for PT Infrastructure Projects Conclusions

15 Background: Problems in Swiss Conurbations Urban Sprawl Severe capacity problems in conurbations Road side Rail side Urban PT No sustainable situation Plans for transport network extension projects Limited funds for infrastructure project on local and regional level National initiative needed to solve the problems

16 Background: Swiss Conurbations Programme Report on Conurbation Policy by the national Government in 2001 Insight that without the national support the problems of the conurbations cannot be solved stronger (financial) engagement of the national authorities in urban areas Co-financing approach with high requirements for conurbation transport plans Rules for assessment of measures, financing and priority setting Supporting the cooperation within conurbations (between different authorities and other stakeholders) Initiation of strategic spatial and transport planning in the conurbations

17 Implemented National Law Decision by the Swiss Parliament on 6th October 2006, valid since Creation of a funds for financing Completion of motorway network Solutions to avoid capacity gaps Measures to improve the transport infrastructure in cities and conurbations Contribution for main roads in rural areas Longterm financing 2011 to 2031 Start up capital of 2.6 Billion CHF (1.8 Billion Euro) For each year from 2011 about 300 to 350 Million (200 Million Euro) can be spent for such conurbation measures

18 Infrastructure Fund for Conurbations: Conditions Funded projects Road Rail (including tramway), pure railways under certain conditions Pedestrians and cyclists Financial contribution of Swiss government Depending on effects and impact Improving quality Improving Urban development Reducing environmental burdens Reducing ressources consumption Increasing safety Max. 50% of the costs High requirements relating to organisation, transport measures, impact analysis, implementation, monitoring

19 Example Zürich Area Approx. 1.3 Mln. Inhabitants Approx 0.8 Mln. Employees Number of PublicTransport Trips per day in 2003 and 2025 Strong Public Transport Policy Public Transport should take over at least 50% of the traffic growth Improvement of railway (S- Bahn) and tramway network necessary

20 Example Zürich Area Improvement of the national railway network (with benefits for urban and regional transport) Realisation horizon billion Euro investment costs

21 4th network extension needed since 1990 Example Zürich Area Realisation horizon 2013/ Billion Euro investment costs Expected Improvement of Modal Split 3%

22 Financed PT projects (1st part, until 2011) Road and Urban Rail/Tramway Projects National Rail Projects with importance for regional rail 50% 22% Further national funds (FinÖV) and national Infrastructure programme for national railway projects Projects in the Zürich area

23 Conclusions Political will and good preparation needed to set up such an infrastructure fund The conurbation programme motivated the conurbations to develop an integrated transport/urban planning strategy (short, medium and longterm) National conurbation fund can solve financing problems in conurbations Long term approach for investments in urban transport infrastructure important Experiences with this instrument have to be monitored and evaluated Solution transferable to other countries (political will and agreemente needed to implement the national regulation)