Question

Answer

1.

Motorists pay excise duty on fuel, road tax, tolls and VAT. Why should they pay more, why should their costs increase?

The main aim of our proposal is precisely to reduce costs for society as a whole. The biggest cost of car use is not what motorists pay in fuel taxes and vehicle taxes, but the cost of the environmental and health damage that car use causes. The sums involved are huge: according to a study published by the European Commission in 2019, car users in Hungary would have to pay three times more for using their cars than they do now if they paid for all this damage. An earlier study by the Budapest Institute of Transport Sciences came to a similar conclusion. A recent official document from the Hungarian government confirmed this. We can also come to this conclusion just by common sense, as it is impossible to imagine a greater cost to a family than the death or serious illness of one of its members. If, on the other hand, the distance- and pollution-based tolls that we are proposing were introduced, the costs of this damage would be significantly reduced.

(VAT has not been taken into account in these calculations, since VAT is charged on everything, not just fuel and car use, but also on bread, for example. VAT is used to finance public services without which transport would not function such as public administration, education, and health care. – VAT is not, therefore, a tax that is specifically levied only on transport users.

The fact that the prices do not reflect the real costs leads to wrong decisions at all levels. This in itself leads to enormous economic damage, leading to the collapse of human society in the long term (or maybe even in the short term). . Such damage includes the climate crisis, which, according to one of the world's best-known economists, Sir Nicholas Stern, „is a result of the greatest market failure the world has seen.” Another eminent scholar, Ernst Ulrich von Weizsäcker, observed, “The economies of the socialist countries collapsed because prices did not reflect economic reality. Capitalism will collapse if prices do not reflect ecological reality.”

2.

If taxes and charges on cars are increased, this will definitely impose an extra burden on car owners. How can you make sure people don't have a worse life?

Society as a whole will benefit from the solution we propose. Therefore, tolls should only be introduced if the other pillar of our proposal is implemented: the proper use of revenues.

If tolls are introduced only in Budapest, part of the revenue should be used also to compensate the needy. (Municipalities already provide social assistance in many ways.) A more livable environment and less congestion will benefit everyone.

And if the tolls are to be levied nationwide, we propose that the revenue should be returned in full and equally to all citizens of Hungary (following the example of Canada and other countries), except for the richest 20 per cent, who will not be particularly burdened by the tolls. This will directly benefit 80% of the population and create a fairer society. We have shown this with detailed evidence.

3.

Society as a whole will benefit from the solution we propose. Therefore, tolls should only be introduced if the other pillar of our proposal is implemented: the proper use of revenues.

If tolls are introduced only in Budapest, the revenue from them must be used also to compensate those in need. Municipalities already provide social assistance in many ways. A more livable environment and less congestion will benefit everyone.

And if the tolls are to be levied nationwide, we propose that the revenue should be returned in full and equally to all citizens of Hungary (following the example of Canada and other countries), except for the richest 20 per cent, who will not be particularly burdened by the tolls. This will directly benefit the vast majority of people and create a fairer society. We have shown this with detailed evidence.

We are very happy if someone is socially sensitive. However, we are sad if this sensitivity only manifests itself when it comes to driving, and much less so when it comes to supporting the poor or organisations that help the poor in other areas, because many people have much more serious problems than just everyday driving. For example, malnutrition, or over-nutrition due to the regular consumption of poor-quality food, affects around half a million Hungarian children. One in 5 children leave school functionally illiterate. (The examples could go on.) We believe that public money should be spent on solving these serious problems rather than on subsidising cars.

Furthermore, the harms of motorised transport fall most heavily on those least to blame: the poor and children. It is mainly the poorer people who live in the most polluted areas and who generally have the least opportunity to protect their health in other ways (for example, by eating well and exercising in clean air). In large cities, they are largely the ones whose homes are located in areas with the lowest proportion of public green space, one of the main reasons being that almost every foot of public space has been paved over to make room for moving and stationary vehicles. And there are studies showing that people are healthier where there is green space near their homes. The importance of this latter factor is increasing with climate change, as heat islands are formed in areas covered by asphalt and vehicles during increasingly frequent heat waves. (The natural ground surface of a tree-covered area can reach a maximum temperature of 25 degrees Celsius on a hot summer day, while bare asphalt can reach 60 degrees Celsius and the body of a black car can reach 70 degrees Celsius.) So, it is precisely the poor who suffer from these disadvantages, with the additional financial burden of health costs and lost working time.

Mobility is a service with different levels. It is a mobility service to have sidewalks to walk on and roads to drive on. The infrastructure of this service, its maintenance, traffic management, the maintenance of public transport, the running of buses, subways, trams, costs money. In addition, the environmental damage caused by road transport is a huge cost. It is only fair that everyone should pay the costs it causes.

4.

Car ownership may be subsidised, but isn't that a good way to support the poorer?

As mentioned above, car use receives huge state subsidies, which is socially most unfair, as the poorest receive virtually no subsidies, while the richest, who drive expensive, high-consumption cars, receive subsidies of several million forints a year (many of them through the company car tax, which is very beneficial to them).

It is also economically absurd to subsidise, say, 80 per cent of people who do not need it, only to subsidise the remaining 20 per cent. Instead, let us save the subsidy given to the 80 per cent unnecessarily and then there will be plenty of money to support the socially needy.

5.

Should the toll rate not depend on the number of people living in the same household as the car owner? If so, why? If not, why not? A family with two or three children can certainly make better use of their car than a young single person.

Tolls are designed to enforce “the user pays” and “the polluter pays” principles in road transport on a performance basis. In other words, the tariff is not related to the passenger but to the vehicle. A fair toll does not discriminate between vehicles according to who owns them. The road use and pollution of a car depends on the kilometres travelled and the characteristics of the car, not on the number of family members.

We reiterate: social problems should be solved by the social system, not by transport. For example, supporting disabled people to travel is a social, not a transport, task.

6.

Would the toll rate depend on the year of manufacture or registration of the car? Older cars are more polluting, but owners of newer cars are likely to be richer than owners of older cars. Why should the poor pay more if they cannot buy a new car through no fault of their own?

Charges for the use of transport infrastructure should not depend on the income of the user, just as the price of bread is not set according to how much money the customer has in his wallet.

The poor can buy less of everything than the rich. It would obviously be absurd to propose that the poor should be able to buy everything at a lower price. Social support should not be tackled by subsidising cars (or any other market product or service), i.e., by keeping prices artificially low. By the way, we have proposed social support, see above.

7.

Why should the public pay for pollution while polluting industrial plants pay little or nothing?

The person who uses the car is responsible for that car's pollution. Of course, the industrial plants should pay for their emissions. Anyway, everyone (should have) learnt in kindergarten that if I do something wrong, it's no excuse that the other child has done the same thing. For example, if my neighbour is burning rubbish in his stove, it is no excuse for me to do the same.

8.

How can motorists reduce their costs if road tolls are introduced?

There are many ways to save money. We have demonstrated several times that in many cases it makes financial sense not to own a car. This will become increasingly the case as car-sharing services become more widespread. You can save a lot of money by walking, cycling or using public transport instead of a travelling car. You can reduce your commuting costs by by up to 75% by joining forces and using carpooling (video). While not everyone can afford to do without a car, many people do. Let’s wonder if you are not one of them.

9.

Would lorries also be subject to the Budapest toll?

It is imperative that tolls are levied on lorries. On the one hand, at present in Hungary, the users of lorries pay only about a third of the costs they cause (according to the above-mentioned study by the European Commission). On the other hand, the situation would be significantly worsened if many people used vans instead of cars to avoid paying tolls. (In Budapest, the modernisation of urban freight transport is long overdue, as the surge in internet commerce in the wake of the pandemic has made this clear. It is also, of course, part of the process of to eliminate illegal loading, which hinders traffic, by, among other things, providing an adequate number and location of loading bays and organising their occupancy.)

10.

Wouldn't it increase inflation and the price of goods if tolls were also imposed on lorries?

Besides war and economic crisis, the main (and constantly growing) driver of inflation is pollution. As already mentioned, illnesses and premature deaths caused by a polluted environment can raise prices significantly. Or if, for example, climate change (one of the causes of which is motorised transport) reduces agricultural production, this also leads to price rises, as we are already seeing it now (a case in point is Syria, where years of drought have turned 60 % of previously prosperous agricultural land into desert, causing food prices to skyrocket).

Congestion also significantly increases transport costs, as it requires more vehicles and drivers to deliver goods. If congestion is eliminated as a result of tolls, it is also to the benefit of the freight transporters.

Moreover, the transport of goods usually represents only a very small fraction of the price of a product (up to 10%, but usually much less), so even a significant toll would not have a significant inflationary impact.

11.

How would we spend the revenue from tolls on lorries?

The revenue from the toll on lorries is proposed to be used primarily to retrain those who lose their jobs because of the toll, and to employ them elsewhere. Additional sums are proposed to be spent on making transport greener and safer – not the least, in order to provide a viable alternative to polluting passenger and freight transport.

Part of the revenue should be used for health care, as transport pollution causes many diseases, some of which could be eliminated or at least alleviated by a better health care system.

12.

How would the toll rate be set?

The toll rate would depend on the following five factors:

1) the kilometres travelled,

2) the environmental classification of the vehicle

3) the weight (or axle load) of the vehicle

4) the location (e.g., much greater in the centre of Budapest than in the suburbs), and

5) the time of day (e.g., higher during rush hours than at midnight).

More detailed studies are needed to determine the exact level of the toll, but we believe that it should be lower initially and gradually increase over time. As a rough estimate, we could perhaps suggest that a toll should be levied at a rate of 1,000 forints per day for a car travelling in Budapest in a working day in average traffic conditions, not in congested traffic (higher toll for larger or more polluting vehicles, of course, and less for smaller, more environmentally friendly vehicles). As a first step, we suggest that a uniform daily toll of 500 forints should be levied for all vehicles entering Budapest. Such a system could be introduced in a few months and could provide useful experience for the way forward. International experience shows that even such a low charge would significantly reduce traffic entering Budapest and eliminate a significant amount of congestion. In Stockholm, for example, a daily entry fee of 1-2 Euros(!) has reduced traffic by 20%.

13.

How would the toll be implemented technically? Would it work with GPS or would it just measure distance?

There will be a fare map that tells you how much you have to pay per kilometre on each route at which time of day. An on-board GPS device in your car (which could be an app on your smartphone, for example) plots the route on the fare map and calculates how much you have to pay. GPS – or more precisely, satellite – positioning is needed to put the route on the fare map. The flexibility of the toll per kilometre – depending on location, time of day, speed, etc. – is needed to make tolls a more effective tool for improving transport and the livability of communities.

14.

If tolls were based on the odometer, some would surely roll them back, placing a greater burden on law-abiding taxpayers. Is there any way to avoid this problem?

The odometer cannot be used to charge tolls.

15.

How would the device know if you are driving abroad?

Tariffs are charged according to the tariff map. The tariff map would be – for the moment – empty for foreign countries. A pan-European toll collection system has been discussed for a long time, but its implementation is slow.

16.

Would the speed at which a motorist travelled a given distance matter when determining the toll rate? At 90 km/h, a car is much more energy-efficient and therefore environmentally friendly than one that is coasting along at low speeds and braking and accelerating regularly. Should this not be measured?

The road and speed data used to impose the toll can be used to encourage and teach the driver to drive in an eco-conscious way. Such systems are already in place in most large transport companies.

In addition, one of the aims of tolls is to avoid traffic jams in which drivers have to trudge.

Indeed, in urban traffic, braking and acceleration are very common, which is why we recommend that tolls should be higher in the city than outside built-up areas.

A speed of 90 km/h is only of interest outside built-up areas, while in residential areas a maximum speed of 30 km/h is preferable to reduce noise, the risk of accidents and to ensure a smoother ride (50 km/h can be allowed on main roads).

17.

If the rate of the charge depends on whether the car is powered by electricity or petrol or diesel, how can you tell when a hybrid car was powered by which fuel?

A hybrid car is a car powered by an internal combustion engine with an electric auxiliary engine, and should be treated as such. It should be treated in the same way as similar petrol and diesel vehicles. Authoritative studies show that hybrid cars are generally not much less polluting than petrol cars.

Furthermore, the level of pollution of the car used to set the toll rate is not a measured value but a figure related to the classification on the registration certificate. The charge depends on this, not on the actual air pollution.

18.

Owners of electric cars (with green plates) receive many benefits, while the production of electric car batteries (and their disposal as waste) and the generation of the electricity that powers them (using fossil fuels) is a huge polluting activity. Is there any legitimacy to the existing rebates? Should they also pay the tolls advocated by the Clean Air Action Group?

The greenhouse gas emission of an electric car in Europe is 66-69 percent lower than that of a comparable petrol car over its lifetime. Even in China, the use of electric cars is much more environmentally friendly than petrol or diesel cars, even though electricity is generated predominantly by coal-fired power plants.

The electric car and the fuel it needs to run on are much less polluting than internal combustion cars – just think of the devastation caused by the extraction of oil and its delivery to the car’s tank! For example, there has never been a case of electricity production (or even the gas or coal used to make it) for powering an electric car (or any other electric equipment) spilling into the Gulf of Mexico, destroying the wildlife there. The raw material used to make the electric car and its battery can be almost entirely recycled, making a circular economy in this area feasible. Battery production is relatively new in Europe, but in the near future it will be regulated in a way that will substantially reduce its environmental impact.

The electric car and the fuel it needs to run on are much less polluting than internal combustion cars – just think of the devastation caused by the extraction of oil and its delivery to the car’s tank! For example, there has never been a case of electricity production (or even the gas or coal used to make it) for powering an electric car (or any other electric equipment) spilling into the Gulf of Mexico, destroying the wildlife there. The raw material used to make the electric car and its battery can be almost entirely recycled, making a circular economy in this area feasible. Battery production is relatively new in Europe, but in the near future it will be regulated in a way that will substantially reduce its environmental impact.

Despite the above, it is true that the production and use of electric cars, as well as their scrapping, is a major resourceintensive and polluting activity. Therefore, replacing all cars powered by combustion engines with electric cars is not a viable solution. Therefore, electric cars should only initially be given a significant discount on tolls, after which they should be subject to ever-increasing tolls. This is unavoidable anyway, as it would be very difficult to collect excise duty on the electricity used in vehicles, so sooner or later all countries will have to switch to a different way of financing transport infrastructure than the one they have today. This can hardly be other than the introduction of a general toll for all vehicles and all roads.

19.

Let's assume that tolls are introduced and many people choose to use public transport instead. Can BKV [the Budapest Public Transport Company] or any other public transport company ensure the transport of more than the current number of public transport users, given the constant closures, renovations and the frequent breakdowns and breakdowns of vehicles? Isn’t there a need for significant investment (suburban rail improvements, bypasses, new P+R car parks) before tolls are introduced?

Tolls should be set at a lower level at first and then gradually increased, allowing time for adjustment. A certain number of extra passengers can be carried by the current public transport system. Furthermore, many more people could use bicycles than at present. Carpooling could also provide an alternative, as the current situation of one person sitting in a car moving one and a half to two tonnes of metal, plastic and glass is unsustainable and extremely wasteful.

The closures and renovations affect car drivers, load carriers and bus passengers alike. In fact, during metro renovations, for example, lanes are taken away from car traffic and made available for buses. Public transport in Budapest could be better, but it is not bad at all, and the quality of service can be improved, as mentioned, with the toll revenue. In rural areas, public transport is also good in many places (although not everywhere) and there are other alternatives. Of course, these need to be improved, and the gradual increase in tolls and the appropriate use of the revenue will provide an opportunity to do so.
According to KSH (Central Statistical Office) data, the number of passenger cars in Budapest and Pest County (which is surrounding Budapest) increased from 985,000 in 2011 to 1,276,000 in 2020, i.e., by an average of nearly 30,000 per year. At the same time, the increase in fuel prices has lagged far behind the rise in household incomes, so that today an average salary can buy twice as much petrol or diesel as in 2011. No amount of infrastructure development can keep pace with these trends. Thus, the only quick solution to alleviate the capital's transport and environmental problems is the introduction of a congestion charge, proposed by the Clean Air Action Group, followed by a distance- and pollution-based charge in Budapest.

In addition, the huge infrastructure investments proposed by some would cost thousands of billions of forints to implement, and their maintenance, operation and depreciation costs would amount to hundreds of billions of Forints a year. In contrast, motorists would pay around HUF 30 billion per year in the form of the entry fee and later around HUF 60 billion per year in the form of the distance- and pollution-based toll (the latter would be paid by all motorists in Budapest, not just those crossing the city border). In other words, the entry fee and the toll would be a much smaller burden on citizens than the huge infrastructure investments. Moreover, the implementation of the latter would also entail significant environmental damage.

20.

What can people do who live in the countryside and commute every day, who still keep their jobs in Budapest and find it inconvenient and time-consuming to get to work, but cannot replace their car with a more environmentally friendly one?

For commuters to Budapest, public transport is available in most cases. However, public transport services must of course be further improved.

It would be unfair to expect the people of Budapest to put free asphalt carpets in front of their commuters. It is therefore necessary to apply “the user pays” principle.

Nor is it fair that those who live in the countryside and enjoy the good air should be able to ruin the air of the people of Budapest with their cars for free and take the place of green spaces for free.

People in the countryside could also take advantage of carpooling. Three or four commuters to Budapest could get together and drive into the city in one of their cars. If they leave the other two or three at home, they will have less traffic, get there faster, and the fuel costs per person will be a third to a quarter of what they would have been in case only one person is in the car.. In addition, the introduction of the toll is expected to eliminate congestion in Budapest, saving motorists who pay the toll and continue to travel from the countryside a lot of time (time is money!) and fuel costs.

21.

If many people switch to public transport and do not have their own parking space or garage, the need for parking increases. With one third of cars in Budapest in daily use (and two thirds parked or garaged), where can more parking space be found?

If many people switch to public transport, there will be much less parking space needed. On the one hand, there will be fewer vehicles entering the city centre, and on the other hand, cars will be parked in one place, no need for separate parking spaces at home, at work, etc.

In any case, the average car already spends about 96% of its life stationary.

22.

Does it make sense if the redistribution of revenues is not focused on energy saving measures and energy efficiency investments as a result of the additional costs incurred?

As mentioned above, a significant part of the revenues is proposed to be spent on greening transport, which in the vast majority of cases will also lead to energy savings and energy efficiency improvements. Pothole removal is also an energy-saving measure, because motorists do not have to slow down and speed up because of poor road quality. Another energy efficiency measure is to replace diesel buses with electric buses. The energy savings are staggering if people use public transport, cycling and walking instead of cars.

23.

What is the guarantee that taxpayers will benefit from the redistribution of revenue or that it will be redistributed in their favour?

The guarantee is for citizens to unite and strengthen the movements that fight for the fair use of revenues.

24.

Does the increasing speed of vehicles on some roads and less frequent use of cars, and therefore less routine, lead to more accidents?

This can indeed lead to more accidents if proper measures are not taken. One such measure (as has been done in Graz and Brussels, for example) is to have a maximum speed limit of 30 km/h on all roads in the city, except on main roads, where it should be no more than 50 km/h. City roads are not for speeding, but for getting people to their destinations in a safe and relaxed way.

25.

What changes are needed to reduce car traffic so that people do not waste more time travelling? Is the capital city prepared for this?

Studies show that people in all parts of the world spend an average of about 70 minutes a day on the road. Some people spend less, and some people spend more, but for most people this is true. It's up to each person to decide whether they spend that time driving, sitting in a car, or sitting on the tram, reading, playing on their phone. There are many parameters that determine who chooses which. With the introduction of “the user pays” principle, tolls introduce a new parameter, the cost of the journey, which can influence this choice.

Neither the capital city nor the country is prepared to deal with the current huge flood of vehicles. This is evidenced by the constant congestion, the significant pollution caused by cars and the resulting high number of illness.

26.

What would be the approximate cost of building the new toll infrastructure?

In our opinion, the cost of implementation is minimal, because there is already a toll collection system in Hungary, which collects the tolls for trucks from the National Toll Payment Service Ltd. This should be supplemented first with a tariff map of the Budapest and then the national road network, and an on-board system should be installed in all vehicles. It is even possible that a downloadable mobile phone application in the car will be sufficient.

27.

Do you seriously think that tolls have any justification in this country?

We are very serious, and not just us. There are calls for its introduction worldwide, and it has already been introduced for trucks in many places, including Hungary, although the extent and differentiation is far from sufficient. The campaign of Clean Air Action Group is about the need to change our behaviour immediately, otherwise not only our transport but also our very existence will become impossible. This change could be greatly facilitated by the introduction of tolls and the compensation that would go hand in hand with them for the public.

If the current trends continue, transport in the city will soon become impossible and only pedestrians, cyclists, tram and bus lane users will be able to travel. This process could be accelerated by driverless cars, which are expected to spread rapidly after 2030; if they remain privately owned and return home empty, they could suddenly double traffic. This can only be countered by a complete overhaul of the transport ownership system. The cost of owning your own car will have to be very high, and for those who do not want to travel by tram or bus but by smaller vehicles, perhaps alone, there will be robot taxis, which do not run empty and we will need far less cars to maintain urban mobility levels than if everyone uses his or her own car, which they use only four per cent of the time and leave it standing somewhere in 96 per cent of the time.

28.

What is the difference between tolls and congestion charges?

The toll is performance-based. The more you drive, the more you pay. The toll is time-based and is not based on the roads on which you drive, but on zones. Those who pay can enter the zone for a fixed amount – a flat rate per hour – and drive up and down all day, scouring the asphalt and polluting the air. The difference is shown in the table on page 9 of our study.

29.

How is the exact amount of the toll determined?

The toll setting algorithm shall be public. It may depend on a number of parameters, and these may be weighted differently in the calculation. There are infrastructure parameters (the location of the road), there are performance parameters (distance travelled, contribution to congestion), there are parameters describing the characteristics of the vehicle (air pollution, axle pressure, fuel).

30.

Who exactly would have access to this data?

It is a matter of choice. It can be arranged that the data (except for the amount to be paid for the period) remain in the on-board device and can only be retrieved for verification purposes.

31.

Does the tracking system for tolls infringe personal freedoms and privacy?

As mentioned above, it is not necessary for the tracking system to send the vehicle movement data to the centre, just the amount to be paid.

The vehicle has no personal rights. If, for example, someone swaps cars with a friend, they will never know where they have been. But if you want to be completely safe and untraceable, don’t carry a mobile phone.

32.

If tolls were paid by smartphone, would this not infringe the right to privacy? Who would have access to the data, where would it be processed?

It is true that a smartphone can be used as an on-board device, but it is equally true that the transmission of data on the movement of the vehicle is not necessary for toll collection, which can be done without it. It is sufficient to send the amount to be paid for the period in question.

33.

Roads are considered public land, whether urban or motorway. They are the responsibility of state and local authorities to maintain and care for. Why should motorists pay for them?

The car is the property of the manufacturer, and if you want to use it, you have to buy it first. To drive the car, you need some fuel, which you also have to buy. Why should the asphalt you drive on be free? The state and the municipalities only have money from their revenues, and it is fairer if someone who drives 30 000 kilometres a year on the roads contributes more to their maintenance than someone who only drives 1000 kilometres a year. In most houses, we do not make our neighbours pay for water consumption either, we have a tap water meter, and we pay the amount needed to maintain and operate the water network in proportion to the consumption per dwelling.

Furthermore, car pollution is also a significant cost, and the polluter should pay for it. This is in line with “the polluter pays” principle enshrined in the Treaty on the Functioning of the European Union and in the national legislation.

34.

What do you think is the approach that Hungarians should adapt in order to understand the justification of tolls?

People are not stupid – if you explain something to them precisely, they understand it. This requires extensive and effective public awareness raising.

35.

Is there an international obligation to introduce a metropolitan toll?

As a condition of the EU support for the construction of Budapest metro 4, Hungary has contractually agreed to introduce a congestion charge in Budapest at the same time as metro 4 is put into operation, in order to improve the use of public transport (and metro 4 in particular). Since 2014, the European Commission has repeatedly called on the Hungarian government and the Municipality of Budapest to fulfil their obligations under the contracttreaty.

36.

If an international treaty requires the introduction of a congestion charge in the capital, why has this not been done?

The cowardice of politicians is one of the main reasons. To be more precise: they were not cowards enough to lie to the EU for the subsidies they received to build metro line 4, but they were cowards enough to keep their promises. But that is a long way from the truth. Unfortunately, the politicians of the day take a “let's throw a lot of money away in a short space of time so that we can have some of it, because we don't know if we'll be here next year” approach to transport development, and they don't (or won't) look at how to do the most good with the least amount of money.

Another reason is the interest of certain circles in any expansion of the road network. A well-introduced congestion charge (or more precisely, a toll) could be used to kick-start a service-oriented transformation of mobility in Budapest. But this transformation will lead to a situation where it becomes clear that the city no longer needs new road corridors or major infrastructure investments. Those who make their living from such major investments will do their best to delay the turnaround.

37.

Where does the Clean Air Action Group get the funding for campaigns to promote the introduction of tolls?

There are large NGOs that promote sustainable mobility (such as the European Federation for Transport and Environment) and are trying to educate decision-makers in every country in the world. For this campaign, the Clean Air Action Group has received funding from the European Climate Foundation.

38.

What do you expect from Mayor Gergely Karácsony on the issue of tolls?

Above all, the Clean Air Action Group expects a feasibility study on the implementation of urban road pricing in Budapest and a broad information campaign on the need for its introduction. We have therefore launched a petition.