An electrified vehicle fleet will mean lower fuel tax revenues for governments and possibly greater traffic congestion as EVs are cheaper to run. Governments around the world are having to reassess how they charge for road use and one Australian state, Victoria, has introduced an EV tax based on distance traveled. In Economics Explored EP155, Marion Terrill from the Grattan Institute discusses what a rational road user charging system would look like. She also talks about Grattan’s truck plan, which is designed to get high polluting old trucks out of major Australian cities.
This episode’s guest Marion Terrill is Transport and Cities Program Director at the Grattan Institute. Marion is a leading transport and cities expert with a long history in public policy. She has worked on tax policy for the federal Treasury, and led the design and development of the MyGov account. She has provided expert analysis and advice on labour market policy for the Federal Government, the Business Council of Australia, and at the Australian National University.
Links relevant to the conversation
Marion’s bio: https://grattan.edu.au/expert/marion-terrill/
Grattan Institute on Twitter: @GrattanInst
Previous episodes featuring Marion:
Transcript: EV taxes, congestion charges & taking high-polluting trucks off the roads w/ Marion Terrill – EP155
N.B. This is a lightly edited version of a transcript originally created using the AI application otter.ai. It may not be 100 percent accurate, but should be pretty close. If you’d like to quote from it, please check the quoted segment in the recording.
Gene Tunny 00:00
Coming up on Economics Explored.
Marion Terrill 00:01
As we get more and more electric vehicles, great in many ways, and they’re much cheaper to run than internal combustion engine vehicles. But if they’re cheaper to run, it means people will be inclined to drive more. So I think unless governments take some kind of action on congestion, this is a recipe for gridlock.
Gene Tunny 00:26
Welcome to the Economics Explored podcast, a frank and fearless exploration of important economic issues. I’m your host gene Tunny. I’m a professional economist based in Brisbane, Australia, and I’m a former Australian Treasury official. This is episode 155. On road user charges, what’s the right way to charge for road use, particularly as we switch to electric vehicles and governments lose revenue from fuel taxes. My guest this episode has been thinking a lot about this. It’s Marion Terrill, who was transported cities programme director at the Grattan Institute, a leading Australian Think Tank. You may recall I previously spoke with Marion and on the podcast, we spoke about mega projects in Episode 62. And about discount rates in Episode 42. I’ll put links to those episodes in the show notes along with other relevant links. In the show notes, you can also find out how you can get in touch with me. Please let me know what you think about either Marion and I have to say in this episode, I’d love to hear from you. Right now from my conversation with Marion Terrill on road user charges. And we also chat about Grattan’s new truck plan for Australia. Thanks to my audio engineer Josh Crotts for his assistance in producing this episode. I hope you enjoy it.
Gene Tunny 01:47
Marian Terrell from the Grattan Institute Good to have you back on the show.
Yes, good to see you, Marian. I’m keen to chat with you about the piece you had published in the financial review last week on road user charges. And also I know that Grattan released a new truck plan. So I’m keen to, to chat a bit about that as well. Now in the financial review, last week, you had a piece that was titled, Feds should pave way for gold standard road user charges by and by feds, you mean federal government. And there’s a sub heading here, which may have been written by their sub editor. I’m not sure. But we can. I’d like to sort of launch off from this. It says that regardless of what the High Court decides, fuel excise duty, should be killed off quickly and give way to a smarter way to pay for roads. By mentioning the high court you’re referring to this. There’s a challenge isn’t there that some people are challenging? This new Victorian electric vehicle tax and the Commonwealth has got involved? Can you tell us about that, please?
Marion Terrill 02:58
That’s right. So Victoria introduced new charges on electric vehicles in July of last year. So, the rate that they pay is 2.6 kilometres, or sorry, 2.6 cents per kilometre for an electric vehicle and 2.1 cents per kilometre for a plug in hybrid. And New South Wales is also planning to impose similar charges from 2027, or whenever electric vehicles make up 30% of new car sales, whichever comes sooner. And there was a plan to do this in South Australia. But when the government changed, I understand it’s been canned. So but I think there is, there has been, some coordination across the states to do this. That’s what the charge is. And then what’s happening here in Victoria, is that electric vehicle drivers have been up in arms about it. And two of them are challenging it on constitutional grounds. And so they’re saying, as I understand that this the argument is that it is a tax on kilometres is actually an excise or ad valorem tax, if you like for your business. And so this all hinges on how broadly or narrowly you define an excise because only the Commonwealth can charge an excise. So that’s the basic argument. I don’t know how that will play out. There would have been other ways to implement this tax or this charge this charge on electric drivers but this particular method of charging it does permit space for this constitutional challenge.
Gene Tunny 04:54
Right and what was the justification that these EVs aren’t paying, well, there’s no fuel excise paid by the owners of the EVS because, well, they, they’re powered by electricity. And presumably, this is the reason why the hybrid charge is lower because the they would be saying, well, they are at least contributing somewhat in terms of the fuel excise the 44 cents a litre. Yeah, so that must be the justification. But it is a bit cheeky, isn’t it? Because it’s the federal government that collects the excise, isn’t it? Is that right?
Marion Terrill 05:31
That’s right. That’s right. It’s a little bit of a rat’s nest here. So the, the rationale is, as you say that these drivers are not paying fuel excise, therefore, they’re not contributing, some people say contributing to the upkeep. But it all goes into one big pot really. But the other the other way of making that argument is a fairness argument to say, Well, how is it fair for this driver over here to be paying like this, and this driver over here not to be paying? So those are the arguments, but I think there is a further argument that doesn’t get so much of a public hearing. But that, and I guess this is what I’m pointing to in my, in my article that really, you would imagine that fuel excise is a even though it’s kind of not declining. Today, it is in structural decline as the fleet electrifies. And so it will become increasingly unfair because the because electric vehicles are more expensive to buy, the people who most quickly get out of paying it, those who can afford a more expensive vehicle and, and that I think that will become acute as a political pressure. And so the federal government has got the option to let it just wither on the vine, and become kind of increasingly unpopular. Or another option is just to say, Okay, we’re gonna kill it off now. And we’ll hand over the responsibility for taxing the taxes on driving to the States, but we’ll also hand over a funding responsibility to go with it.
Gene Tunny 07:17
Yeah, yeah, I think that could be there could be some attraction there or there could be an attractive option. I mean, it’s good to have that funding, the ability to fund it and the spending responsibility in the same place. Okay, so yeah, I guess it is a big issue, isn’t it? Because the is it 11 billion a year or something is is raised in fuel excise by the Commonwealth? Yeah.
Marion Terrill 07:41
That team in net fuel excise. It’s the actual amount is somewhat higher. It’s about 19 billion, I think. 18 or 19. But then seven, and a half of it is, is rebated throw the fuel tax credit. So the net amount that 10 million, so it’s, it’s about five? Well, yeah, it’s sorry, it’s about two and a half percent of Commonwealth taxman news, the net amount?
Gene Tunny 08:10
Yeah, and you mentioned all goes into the same or a bit the big pot of money that is consolidated revenue, so it’s not earmarked or hypothecated. Is that correct? That’s right.
Marion Terrill 08:21
Not in any meaningful way. It was last hypothecated in 1959. Right. 59, it was hypothecated. There is a little bit of it, that’s hypothecated. So this is getting a bit in the weeds, but basically, it wasn’t indexed for a period from 2001 to 2014. And when the indexation restart, and the index amount is hypothecated, but it’s gonna not meaningful, because it’s such a tiny amount and far less than what the current spends on roads.
Gene Tunny 08:58
Okay. Yeah. I’ll have to just look at that that small bit, just to make sure I’m across all the detail. Yes, because there is that common understanding. People seem to think that well, this pays for roads. And I mean, I guess it does go into the pot. And so it does help pay for roads, but then you can’t say that any that particular dollar raise from fuel excise is what actually pays for roads, because money is fungible, as they say,
Marion Terrill 09:22
Because the amount that is raised through fuel excise and about 10 billion is more than the Commonwealth spends on transport infrastructure, which is usually it’s lumpy, but it’s usually seven to eight. So, I mean, kind of where you draw those lines, I think, is an open question. But yeah, the amounts Don’t bear any relationship to one another.
Gene Tunny 09:44
Yeah. Have you looked at whether the fuel excise and motor vehicle registration fees at the state and territory level combined? Do they add up roughly to what is spent on roads by federal and state governments? I heard that some One quarter that I’ve heard or quoted in the last few months, but I’ve never been able to verify whether that’s the case or not I’ve ever seen that
Marion Terrill 10:08
We have been looking at that sort of thing. And the short answer is no. Okay. What we have noticed those and as a trend is that the the share of road related tax revenue raised by state seems to be rising. But it’s harder to discern a trend on spending, because it is so lumpy, from, as you know, from one year to the other, to the next, it does jump around a bit. So, which would be a problem if you did try to hypothecated? Actually, because they’d be it’d be quite difficult to predict how much you’d have to spend, but you do need to predict because the roads take time to plan. So yes. They there’s, there is a lot of, or there’s a lot of reasons why Hypothecation isn’t a great idea, but people do really believe that. It’s hypothecated. And even if not formally, that it’s somehow it is informally hypothecated.
Gene Tunny 11:12
Yeah, yeah. Yeah. I’m not a big fan of earmarking, because it reduces your, your flexibility with your budget. Okay. Do you know what’s happening in other parts of the world? Marion? I mean, you look, you mentioned Victoria’s, it’s tried to impose this. EV tax. Sa was going to but then there was a change of government, New South Wales is considering it. Are we leading the world on this? So do we know if other countries are looking at this sort of thing as well?
Marion Terrill 11:43
I’m not too sure. Who is I think, at the time when the Victorians announced this tax, there was a lot of media. And it’s sort of painting in quite extreme terms, even calling it the worst EV tax in the world. That I think a lot. I mean, we’ve been looking at the different fuel excise type regimes around the world. And, and sort of, I think, by global standards, a couple of things I’d say on this and one is we don’t charge much in fuel excise or similar types of taxes compared to other countries, particularly similar countries to us. And we see genuine the like, and we also don’t have any congestion charging or that kind of thing. So on the whole driving, is, appears to be relatively lightly taxed here, compared to in many other countries.
Gene Tunny 12:42
Yeah, I’ll have a look for whether there’s any OECD table. I seem to remember one years ago. Is it the case that, UK has high excise or taxes on fuel? I’m guessing the Germans probably do.
Marion Terrill 13:00
Yeah. Continental Europe does. Yeah. Sorry. I don’t know off the hoof.
Gene Tunny 13:06
level. I’ll have a look. Yeah, I agree with that general point you made? I think that yeah, I have seen some data on that. So that’s good. might be good to go on to what you’re arguing in that piece? Because you said that? Well. Yeah, this EV tax? Well, it’s probably not the way you resolve this problem we’ve got with this The problem we’ve got with fuel excise duty disappearing. This EV tax probably isn’t the right way to go about addressing what you might see as a an issue there. Could you explain what your argument is, Marion? I mean, what do you think would an optimal policy would look like and first, am I right that you don’t agree with this EV tax just for just to be clear on that.
Marion Terrill 13:56
I don’t think it’s the worst tax in the world. I think it’s fair enough for the states to raise this revenue. And I would also say, given that you’re running an economics podcast, perhaps I can make the point that the people’s, like if you think about fuel price, elasticities, they’re pretty low, are not likely to change their behaviour much in the presence of a modest tax. And this is very modest. I think the estimates are that the typical driver might pay $300 a year. So I would have thought it was a reasonably efficient base. And I think it is arguably laying the groundwork for it to become to spread to other types of vehicles and to be paid at a higher rate over time. So I think all of that is fine. I guess I think well, if you just think about it as a revenue base, that you know, this low elasticity is a good thing. But I think a lot of the debate does sort of invoke the fact that EVs are better or better for the community because they aren’t producing the carbon emissions. And so they should be advantaged not disadvantaged. And I think that that’s in the absence of an economy one carbon price. That’s absolutely right. But I think in the the point of taxing driving, that I think makes the most sense is to try to bring about an efficient use of the road network. And by that, I mean that you should be charged, little or nothing, if you’re driving at a time of day in in a place where there’s no congestion. But if you want to contribute to congestion in peak hour, then you should be paying for it. So here, it’s an externality argument. So what you really want to do is set it at a low rate, so that you just deter that driver who can be most flexible, who cares the least about being there, they’ll put their trip off or take it another way. And that’s an efficient outcome. But if you do that, you won’t raise much revenue. So I think that governments are confronted with a choice. But I suppose I think in the road network is so important to the economy and society that what you really want is the latter. So I would like to see road user charges that vary by time of day and location, and vehicle size. So the Commonwealth can’t impose that kind of charge, because it cannot charge different Taxs, to different parts of the country, under the Constitution. So this has got to be in state based charge. And so that’s why I think, well, perhaps it is time for the governor for the federal government to step out of its role in taxing driving and hand that job over to the States because the technology has now improved. And it’s it is now much more realistic for states to do sort of fair and precise charging in a way that probably wasn’t feasible, even 10 years ago.
Gene Tunny 17:23
Right. So by the technology has improved. You mean that there are ways of tracking people. I know that if you’re going on toll roads here, in Queensland, you’ve got a tag or something that pings or that that tells the toll road company when you go on the toll road? So imagine there’d be some device, is that what you’re thinking?
Marion Terrill 17:47
Or you can do that, I think, look at the I think the most foolproof way is to use number plate recognition cameras, which are more up to date technology really than those tollgate. But I think people are foreshadowing when we’ll be able to use GPS to do this. Now, my, my feeling that that is it will happen. But we’re not really there yet. That no country has used GPS to introduce a road pricing scheme across the board. But they’re so let’s sort of see what Singapore does, really, but I think that that is becoming increasingly likely, but number plate recognition cameras, much less kind of unsightly and obtrusive than Tollgate entries. And so that that’s definitely a way that you can do it. In the shorter term.
Gene Tunny 18:45
I should have thought of that because I’m a big fan of British crime shows and often they will catch people with that, that number plate recognition, technology or they’ll know where they’re going. So I should have thought about that.
Marion Terrill 19:00
It has improved a lot and become that technology. So yeah.
Gene Tunny 19:03
Okay. And one point that one of my guests will Tim who was on the show, last week I was chatting with about EVs. One thing he was concerned about is this issue of well, it’s surveillance where our privacy is being compromised. Have you thought about that at all? Is that often raised as an objection to this sort of thing?
Marion Terrill 19:25
Yeah, I think it’s, I agree with him. I think people are very quick to dismiss it. It is actually another reason why I’m dubious about GPS technology, because there’s sort of a few different ways in which Surveillance can be a problem. One is that the government can surveil you. The other one is the company can surveil. Yeah. And maybe market at you or, you know, interact with you in a unwelcome way. So both of those are concerns I think. So really what you want is the, you need to set up a structure I think where you have the information, that’s the image of you, or image of your vehicle is sent to a place in the encryption key that links that image to you is in a different place to protect people’s privacy, but I do think in this country, we do have, we have had a long history of the, of the, of privacy. The Privacy lobby, I think, is quite effective at unraveling government ideas, too, to act in ways like to make use of technology in ways that could be prejudicial to people’s sort of freedom to go about their lives anonymously.
Gene Tunny 20:52
Okay, we’ll take a short break here for a word from our sponsor.
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Gene Tunny 21:26
Now back to the show. So Marion, have you looked at how this is working? Or how road user charges have worked in other countries? I mean, you mentioned? Well, I mean, there’s the UK. I mean, there’s the the infamous congestion charge in central London. That’s probably the only one I’ve experienced. But I understand. Well, I’ve heard that there’s this sort of thing is there this sort of thing in Singapore and is it germany you mentioned?
Marion Terrill 21:55
Well, it’s interesting this, there’s established congestion charging in quite a few cities around the world. So Singapore was the first London, Stockholm and other countries, other cities are thinking about it. But what’s happening these days is now low emission zones are coming in. And so in London, for example, the low emission zone is layered on top of the congestion zone. And really these many, many, many cities are doing low emission zones. And they kind of like a coordinate around the central part of the city, that now the motivation, we’re recommending that for the major capitals here in Australia, because the the effect of exhaust pipe pollution from trucks is so terrible for health. But it’s interesting, because in some cities like Milan, for example, there is a low emission zone, but the reason for it is to preserve the beautiful buildings rather than to preserve people’s health. So there’s, I think there’s certainly a significant, a significant global movement towards this sort of thing. And it can usefully be combined with congestion charging, because what you’re really doing is you’re trying to deal with two externalities at once. And you can calibrate your instrument to do both of those things. Because where there’s a concentration of vehicles, that’s where you get obviously, congestion, but also concentration of exhaust pipe pollution.
Gene Tunny 23:28
Right. Okay. Okay. Yep. So with the congestion charging, that’s almost like a syntax is it or it’s a form of corrective taxation, or you’re making the driver face the marginal social cost of them going on the road network at that particular time in that particular place?
Marion Terrill 23:50
Yeah, that’s right. And people have different sort of strength of desire to use the roads at peak periods. And so it would be a poor result, to put off too many people. So don’t want to set your charge too high. And you certainly want someone who’s going to a job interview or an important appointment, you don’t want to put them off. But if you are thinking about someone who’s perhaps a retired person going to a medical appointment, for that person, it may be very low cost to do it at 11am, not 9am. And so to send a signal to such a person, to that gets them to take into account their contribution to slow it not only being slowed down by everyone else, but also to slowing everyone else down. And I think this is going to become more acute Gene because as the as we get more and more electric vehicles, great in many ways, and they’re much cheaper to run than internal combustion engine vehicles. But if they’re cheaper to run, it means people will be inclined to drive more. So I think unless governments take some kind of action on congestion. We really are. This is a recipe for gridlock. I think is very strong for governments to act on congestion charging, and preferably to do so early. And so that to go back to the we were talking before about our electric vehicle chargers. Yeah, I think, you know, this is the side of it that the current charges in Victoria and on the table elsewhere, don’t really take account of at this point
Gene Tunny 25:31
Right Yeah, I look, I think what you’ve, what you’ve said, and what you wrote in that piece is great. I mean, as an economist, it definitely appeals to me. I’d like to see the model, though, of course, as you would do, you know, if anyone’s developing this, what this could look like, what the parameters would be, what those charges would be. When, I mean, how would the prices be set? Would it be? How regularly they would they be reviewed? Is there some algorithm involved? Have you thought about how this would work? In practice? Is anyone developing a model for this, Marion?
Marion Terrill 26:08
Yeah, we’ve developed a detailed model for it, actually. So yeah, we published it in 2019. So we designed in detail, a congestion charging scheme for Sydney, and Melbourne and one for Melbourne. And what we did was we in terms of phasing, just start with a cordon around the CBD. And we worked out exactly where the cordon would go, and how many detection points you would need. Look through all the different technologies that’s really rare came to the view that number plate recognition was the way to go. And then we looked at the, we looked at traffic data and worked out when peak hour and when the shoulder period should be. And finally, we worked out the what we thought were the appropriate charges to levy taking into account the cost of public transport into the CBD. And then we worked with Veitch Lister Consulting who did the demand modeling for us to see what the impact on congestion would be? So all of that detail is in a report called ‘Right Time, Right Place, Right Price’ up on the grattan website. So we did do that. And so that was on congestion charging. I guess. This week, we put out a report on trucks, Grattan truck plan, and one of the recommendations was to introduce a low emission zone. And we didn’t scope that up in detail, because I think it is the subject for reporting its own right. It’s quite a complex area. But we are, we’re planning to do that report and publish in 2023. With detailed design for how to, and this takes into account, things like how much proximity matters to a main road. How much sort of how much difference it makes when when you’ve got a more vulnerable population in one way or another. So and what kind of mitigations you can take in terms of sort of greening and that sort of stuff, so that we can come up with a detailed design, but at this point, our recommendation is that trucks manufactured before 2003 should be banned from the densely populated areas of the major cities.
Gene Tunny 28:30
Yeah, I wondered about that. And I was stunned. Looking at the figures you had in that report regarding how much worse they were or trucks that were, you know, over 20 years old, how much worse they are in terms of the the toxic particles that come out and the in the exhaust? Or how much worse than more modern trucks? Is there some reason you chose 2003? Was there some change in technology?
Marion Terrill 28:58
There was. Yeah, so the pollution levels for trucks are the international standards and known as Euro standards. And before 1996, there were no standards at all, so anything goes and those trucks are the worst. So a pre 1996 truck emits 16 times as much particulate matter, and eight times as much of the poisonous nitrogen oxides as a truck sold today. And then in the when the Euro standards were first adopted in Australia, Euro one the first level, operated until 2003. And that is better than nothing but still, by today’s standards, very lenient standards. And so, the reason all this matters is that more than a quarter of the trucks on the road today 2003 or earlier, and 14% of them are these pre 1996 ones which are particularly toxic. And that’s if they’ve been properly maintained, some of them will be worse. So, over time the standards have increased have become more stringent. At the moment, we’re on Euro five standards, we have been since 2011. We’re a decade behind kind of most major markets, which have been on Euro six for a long time. And so we’ve been agitating to get on to Euro six. But even this year, Euro seven is coming out. So we’re, we’re so far behind. And so of course, the track operators don’t really have an incentive to adopt these standards, because it costs money. So it really is a matter of for government regulation to prevent the interaction of really dirty old trucks with densely populated areas.
Gene Tunny 30:51
Yeah. So have you thought about how this would impact the industry? I’m sure you have. I’m just interested in your thoughts on it. Because I mean, there could be significant short run costs, you could have a lot of probably smaller operators, leave the market if they can’t use their truck anymore. I mean, imagine that the bigger operators have more a more modern truck fleet, but then there’s a lot of smaller operators that have the older trucks. Could this impact our supply chains? I mean, we’ve had all the logistics problems this year and associated with people being off work or in isolation due to COVID. Things haven’t been turning up at the supermarket. Have you thought about how this would? What impact would have on the industry and how that could be mitigated Marion?
Marion Terrill 31:36
Yeah, we have some I’m very alive to this. I think you’re absolutely right, that the big fleets of trucks are generally pretty new. And they’re the ones that kind of get sold on and feed through the chain. So at the at the oldest end of the spectrum, it is a lot of operators who might struggle to get them to upgrade the truck. So a couple of things, I’d say. One is that we don’t really the compromise that we thought was reasonable was that these trucks would be able to operate but not in the densely populated area. So, for example, a lot of trucks that do farm runs can be quite old. And it’s if they’re in an area where there aren’t many people will, the harm is much less. Now that’s not any good if you’re the actual driver, but it’s some some mitigation, that you’re not going past childcare centers and spewing out poisons at the kids. So there is one comment I’d make. The we did. We did recommend, though, that the government should assist by sort of with a track replacement fund or scrappage fund. Basically, we thought it should have a tender based programme where truck owners can make a binding bid for how much they’d be prepared to accept to scrap their truck. And because government’s got to be bit careful not to overpay for this stuff. In the end these traps have been allowed perfectly legally, to create quite a public health hazard. And we think that should stop, but we, you know, recognising that there are implications and that the government might want to assist with the scrappage fund.
Gene Tunny 33:39
Yeah. And so are you confident that this would pass the cost benefit analysis tests, if there was a regulation impact statement arrears on this, you’d be able to demonstrate that the avoided costs of the community through the fact that these particulates were causing an elevated level or incidence of disease in the community? And if we tried to put some, you know, put a figure on that, what you’d be willing to pay to avoid that? What it’s costing the economy in terms of the well, having to replace that truck fleet, any disruptions associated with that. Are you confident that that equation would be in favour of this measure? Have you done any numbers yourself?
Marion Terrill 34:26
Yeah, look, the government’s done a raise. And, and there are clear social benefits to doing it. So we’ve updated that and I think the, the basic figure is like the health benefits or health costs avoided, if you like, like by 2014, would be of the order of 1.7 billion in a year. Yeah. So yeah, very considerable health benefits. And just just to clarify for your listeners by health benefits, or health costs, avoid I don’t mean In the costs of treatment in hospitals, it’s the pain and suffering of, of getting the disease. Like, they’re the diseases that you get from these poisons, or you get, obviously, respiratory illnesses. But because the particles are so fine, they get into your bloodstream. And so you can get cancer type two diabetes, stroke, can affect it affects children in particular and vulnerable people, even in children in the womb. And it also even when it’s not causing diagnosable disease can impair cognitive function. Then every time the World Health Organisation or researchers do research on this, they find Oh, it’s worse than we thought
Gene Tunny 35:41
Right? Yeah, yeah. So this really is I’ll have to have a look into this. So this has already been done. Do you know how recent it is? I mean, is this on the agenda of governments to do something about?
Marion Terrill 35:54
Yeah, it’s been on the agenda of governments for quite a while. The I think the reason is about five years old, yeah. So we, we’ve updated that. But it’s, if anything more compelling now than it was then.
Gene Tunny 36:13
Yeah. Yeah. But they’ve obviously that there, someone in government has been concerned about what it mean for the industry. Maybe they’ve been lobbied on it. I’m just wondering why they haven’t done anything. But it looks like you’re, you know, have been I mean, I guess, assuming that these numbers are right, I mean, hopefully, your report does motivate some action in this on this issue.
Marion Terrill 36:39
Yeah we are really hoping so. And I think by doing some follow up work in 2023. We’re working with some students at Monash to get more sort of air quality data, and to just enrich our understanding so that we can do detailed design, that that should be pragmatic and practical and effective. So it’s it. I think it’s a big issue. And it’s, I think it’s an under researched issue, actually.
Gene Tunny 37:10
Yeah. Yeah. Okay. Just final question. When I read the press release, and I had a quick look at the report, it looks like you’re focused on Sydney and Melbourne. Why not Brisbane, one at the third largest city in Australia.
Marion Terrill 37:26
Oh, we had a lot of debate about this actually, Gene. And I absolutely think that Brisbane should be in this, Adelaide in particular has got almost it’s got 45% of its trucks, pre 2003. So, so. And people have said to me, Well, what about Wollongong? And what about Newcastle? Absolutely. So in Europe alone, there are 250. More than 250 Low Emission zones. This is not a big deal. But we, yeah, we’re so we do plan to unfold more on this, but I think you’re absolutely right that Brisbane has got I forget the exact figure but approximately 20% of trucks. Pre 2003. It’s too many.
Gene Tunny 38:13
Yeah, yeah, I wouldn’t be surprised. I mean, there are still a lot of old trucks out there for sure. Okay, Marion, this has been fantastic. I’ll put links to all of these reports that have been mentioned in the show notes. I’ll put links to your social media. Anything else before we wrap up?
Marion Terrill 38:32
Oh, no, I reckon that’s about it for now.
Gene Tunny 38:35
Great. Yeah. Well, thanks, Marion. And that’s been terrific. Good. A good summary of all of these issues, and I’ve learned a lot. I mean, I always think I’m keeping up to date with what different think tanks are putting out and including Grattan’s. But maybe I sort of in the back of my mind, remember that that congestion charging one but I’m gonna have to revisit it this ‘Right time, Right Price, Right Place’. Yeah. And, and have a close look at that. So that’s terrific. So yeah, again, thanks so much for your time. I really enjoyed the conversation.
Marion Terrill 39:13
Me too. It’s always a pleasure. Thank you, Gene.
Gene Tunny 39:17
Okay, that’s the end of this Episode of Economics Explored. I hope you enjoyed it. If so, please tell your family and friends and leave a comment or give us a rating on your podcast app. If you have any comments, questions, suggestions, you can feel free to send them to email@example.com And we’ll aim to address them in a future episode. Thanks for listening. Until next week, goodbye
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