KENDARAAN BERMOTOR
TIM DOSEN PDRD DIA FISIP UI
ALASAN TEORETIS
Penggunaan jalan raya menimbulkan biaya (cost)
langsung dan tidak langsung.
1. Biaya langsung yaitu : kerusakan terhadap badan
jalan sehingga menimbulkan biaya bagi
pemerintah.
2. Biaya tidak langsung (spillover cost) antara lain
yaitu : polusi (udara & suara) dan kemacetan
Jenis-jenis Pungutan (1)
Jenis-jenis pungutan atas penggunaan jalan
raya :
1. Motor Fuels Tax (Pajak Bahan Bakar Kendaraan
Bermotor);
2. Motor Vehicle Licence Tax (Pajak Lisensi Kendaraan
Bermotor);
3. Licence Tax ( Pajak atas SIM);
4. Motor Vehicle Purchase Tax (Pajak atas Pembelian
Kendaraan Bermotor)
(Cauley, 1960)
Jenis-jenis Pungutan (2)
Jenis-jenis pungutan yang terkait dengan
penggunaan jalan raya di Indonesia adalah:
1. Pajak Kendaraan Bermotor (PKB)
2. Bea Balik Nama Kendaraan Bermotor (BBNKB)
3. Pajak Bahan Bakar Kendaraan Bermotor (PBBKB)
Ketiga jenis pajak tersebut baik dalam UU No 34 Tahun
2000 maupun UU No 28 Tahun 2009 merupakan
jenis pajak Provinsi.
EXTERNALITIES (1)
In economics, an externality is an impact on any party not
directly involved in an economic decision. An externality
occurs when an economic activity causes external costs or
external benefits to third party stakeholders who did not
directly affect the economic transaction.
Pajak yang dipungut atas produk minyak bumi dapat dikenakan tarif
yang berbeda-beda, sebagaimana yang terjadi di Kenya.
Taxation of Petroleum
It is general practice Products
to differentiate : KenyaonCase
the tax percentage
petroleum products according to their end uses, as example for
Kenya (1997) below :
Taxation of Petroleum Products : Kenya Case
The taxation of oil product as percentages of retail prices, as
illustrated above for Nairobi, may be regarded as typical example of
customary fuel taxation practice. The heaviest taxes as attached to
regular and premium gasoline which, like non-commercial passenger
vehicles, are often regarded as luxury goods.
Automotive diesel is taxed less severely because of its importance in
mining and agriculture as well as for goods transportation by truck.
Fuel oil, heavy diesel, and especially LPG serve primarily in the
generation of electricity and for driving industrial process.
Kerosene, which is used mainly by lower income groups, frequently
untaxed, both for social reasons and to help prevent massive
deforestation.
Taxation of Petroleum Products : Kenya Case
The main statement of the above diagrams is to delimit the ranking
of taxation on petroleum products, i.e. :
Of all fuels, transport fuels carry the highest taxation.
Industrial fuels are taxed less.
Cooking energy may be tax-exempt or even subsidizes.
Some Related issues &
Practices
Taxation of motor vehicle fuels is justifiable for both
resource allocation reasons and as a benefit levy related to
the public provision of roads.
In fact, the failure to impose these user taxes would
artificially cheapen transport costs and distort resource
allocation decisions.
An element of equity and ability-to-pay also enters into the
equation, as individual vehicle owners are likely to do more
driving the higher income level. Moreover, automobile
ownership is generally a direct function of income levels.
Rates are almost universally specific, but often are not
sufficiently adjusted upward in response to inflation, thereby
causing a loss in the real values of revenues generated and
distorting resources allocation.
Some Related issues &
Practices
Regional (and national) government around the
world impose excise-type levies on fuel
consumption. This tax usually levied at the
provincial or state level (as opposed to the
municipal level) due to the spillover effects that
would occur if imposed within the limited
geographical boundaries of one municipality.
For example, since 1956 the United States central
(federal) government’s excise tax on gasoline (and
other goods such as tires and trucks) has been
earmarked for a special trust fund to finance the
interstate highway system. Additionally, all 50
states also impose specific rate excises on motor
vehicle fuels.
The Basic Idea of Fuel Taxation
as Policy Instrument
1) Recovering variable costs.
2) Improving efficiency.
3) Protecting instrument.
Fuel Taxes as Part of Transport Demand
Management
Potential Revenues from Fuel Taxation
All such revenue estimate should be based on fuel consumption
volumes and expressed in liters per year.
For cases which statistical data on annual fuel consumption are
restricted, unreliable or even non existent (holds true in many
developing countries), estimates can instead be based on the number
of vehicle, mileage/distance traveled per year each type of vehicle,
and average fuel consumptions (e.g., per 100 km).
State Expenditure out of Fuel Taxes
Contrary to the traditional belief that all taxes from whatever source
have to merely satisfy the common state revenue budget, it is
understood that nowadays – pursuant to the general goal of
economic growth – the allocation of taxes has to follow certain
principle.
In the case of transport fuel taxes 5 principles (called concepts) have
to be considered and applied in strict hierarchal order.
The Transport Fuel Taxes Principles (Concepts)
1. The user-pays concept for the “road fee.”
2. The road network concept for limited cross-subsidization.
3. The sector concept : “transport finance transport” for the balance
of state transport budgets.
4. The concept of surplus “luxury” taxation of gasoline for non-
commercial (private) passenger vehicles.
5. The commercial VAT concept of value added tax, or sales tax, for
general state taxation purposes.
Optional Features to Implement Fuel Taxation
Differentiating by fuel type
Differentiating by emissions