Implementation Of Road Pricing Research Articles

Linking integrity with road pricing cause-and-effect model: A system dynamics simulation approach

With Malaysia's rapid urbanisation and continuous improvement of living standards, vehicle ownership and trip volume continue to grow. Increases in motor traffic in large cities and their environs result in a number of social, environmental, and economic issues, which are frequently attributable to the widespread use of automobiles as the primary mode of urban transportation. This exacerbates traffic congestion on the country's highways, particularly in urban areas such as Kuala Lumpur. This traffic congestion poses an ongoing threat to the sustainability of transport development. Thus, by using the system dynamics, this study establishes a cause-and-effect relationship regarding the implementation of road pricing as a tool for reducing congestion and a stepping stone for enhancing sustainability. Road pricing is a direct charge assessed to drivers who use the road network with the goal of reducing the number of private vehicles on the road during peak hours. The developed Causal Loop Diagram (CLD) composed of five subsystems: road congestion, road attractiveness, new road construction, public transportation, and road pricing. The road congestion, new road construction, and road pricing all encounter mutual reinforcement as a result of a variety of negative polarities. As a result, authorities should place a greater emphasis on these loopholes, as they will inevitably result in unexpected changes. Additionally, by incorporating holistic perspectives from previous works and experts in the field, CLD can aid in identifying the primary factors underlying the problem being studied. In future work, the developed CLD should be extended to the next stage of the SD model, dubbed stock-flow-diagram (SFD).

Will It Fly? Adoption of the road pricing framework to manage drone use of airspace

• We adopt the theoretical road pricing framework to examine user charging potential in air drone use. • Responses from 825 active drone flyers were analysed using a random parameters logit model. • WTP of $0.11 for flying a drone in a safe and orderly manner for one hour was found. • Modelling also shows much higher WTPs for various currently prohibited activities (e.g. fly at night) • A LAAM system with variable user charges is preferred and fairer than flat registration fees/taxes. Applications and demand for airborne drone operations, including urban air mobility, are growing rapidly in regional and metropolitan areas. However, the expected traffic volumes in cities will make it impossible to operate drones in uncontrolled airspace. Despite the wealth of literature on pricing transport infrastructure usage showing that variable pricing is the optimal way for charging for road use, jurisdictions are reluctant to move towards this efficient mechanism evident in the slow uptake of road pricing implementation globally. What is worse, regulations have been drafted to tax the drone growth similarly to cars proposing the adoption of annual registration fees for drones. This paper proposes that drone use should instead adopt a pricing structure modelled on road user charging, and presents evidence suggesting that a case can be made for enabling controlled and fair growth through low altitude airspace management (LAAM) systems and variable drone user charges. A stated preference experiment with 825 respondents who actively fly drones has shown user charge potential in way of willingness to pay (WTP) of A$0.11 for flying a drone for one hour. Random parameters logit models further allowed us to establish much higher WTP for various currently not permitted activities such as A$7.09 to fly beyond line of flight or A$4.29 to fly outside daylight hours. As such, if those occasional uses are variably charged, we argue that a commercially viable LAAM system could be implemented, and low altitude air traffic user charging could overtake implementation of the wider (i.e. road) transport capacity pricing on the fast lane.

ANALISIS PENERAPAN ELECTRONIC ROAD PRICING PADA JALAN SUDIRMAN JAKARTA GUNA MENCIPTAKAN TRANS-PORTASI YANG BERKELANJUTAN

Jakarta is a province in Indonesia with a rapid population growth. Data obtained from the Jakarta Central Bureau of Statistics shows that Jakarta had a population of 102.776 in 2016, increasing to 103.742 in 2017. This rise in population and the role of Jakarta as the center of the economy have led to an uncontrolled increase for the need of different transportation modes. Based on the Jakarta transportation statistics (2017), the number of motorized vehicles in Jakarta reached 20.972.175 units, while the toll road built was only 7.094.000 meters. So it can be concluded that each vehicle only got 0.3382 meters of space. According to data obtained from Numbeo in 2019, Jakarta ranked 5th as the biggest contributor to congestion in Indonesia with a congestion index of 274.39. In order to overcome these problems, various efforts need to be taken, one of which is by implementing Electronic road pricing in several roads in Jakarta which is considered to be one of the solutions to reduce congestion. The purpose of this study is to analyze the potential and problems that arise in the application of Electronic road pricing on Jenderal Sudirman road, Jakarta. The research method used is a combination of literature study and survey using a questionnaire. To achieve effectiveness and efficiency of the electronic road pricing system, studies are carried out in various aspects, so that Electronic road pricing can be one of the solutions to traffic congestion in Indonesia. Based on the result of study, it can be concluded that electronic road pricing implementation can be a solution for traffic congestion especially on Jenderal Sudirman Road, Jakarta if the implementation is integrated with public transportation.

Understanding attitudes towards congestion pricing: a latent variable investigation with data from four cities

Numerous cities around the world are considering the implementation of road pricing to ease urban traffic congestion, following on from the success in cities such as London and Singapore. However, policy-makers are also all too aware of the generally negative public opinion toward such measures. This study makes use of data collected in four cities (two in Sweden, one in Finland, and one in France) using a very consistent survey probing for citizens’ attitudes toward pricing. We find very strong similarities across the four cities in terms of a number of underlying attitudinal constructs that help explain people’s answers in a hypothetical referendum on congestion pricing. The similarities across cities indicate that the increase in the opinion toward congestion pricing once they are introduced is not primarily an effect of changes in underlying attitudes, changes in how the underlying attitudes influence the support for congestion pricing, or differences in anticipated versus experienced or perceived self-interest. Instead, this effect seems to be caused by a status quo acceptance, tending to increase the support for the current situation.

HOT or not: Driver elasticity to price on the MnPASS HOT lanes

The Minnesota Department of Transportation (MnDOT) has added MnPASS High Occupancy Toll (HOT) lanes on two freeway corridors in the Twin Cities. While not the first HOT lanes in the country, the MnPASS lanes are the first implementation of road pricing in Minnesota and possess a dynamic pricing schedule. Tolls charged to single occupant vehicles (SOVs) are adjusted every 3 min according to HOT lane vehicle density. Given the infancy of systems like MnPASS, questions remain about drivers' responses to toll prices. Three field experiments were conducted on the corridors during which prices were changed. Data from the field experiments as well as two years of toll and traffic data were analyzed to measure driver responses to pricing changes. Driver elasticity to price was positive with magnitudes less than 1.0. This positive relationship between price and demand is in contrast with the previously held belief that raising the price would discourage demand. In addition, drivers consistently paid between approximately $60–120 per hour of travel time savings, much higher than the average value of time. Reasons for these results is discussed as well as the implications these results have on the pricing of HOT lanes.

The Long-term Effectiveness of a Reward Scheme in Changing Daily Travel Choices

Understanding behavioral response and attitudes of car users towards pricing policies and the public's acceptance of new pricing schemes are of the highest priority for generating a successful policy. The assumption underlying these policies is that travelers will adapt their current behavior when faced with pricing schemes. Behavioral psychology however claims the benefits of reward over punishment in terms of its effectiveness of influencing behavior. Although the arguments are compelling, the effects of reward schemes have not received much attention in the context of travel behavior. A fascinating reward scheme has been suggested in The Netherlands because of the massive public resistance against the implementation of road pricing in 2010. Based on Stated Intention (SI) data from the Dutch SpitsScoren reward scheme, we study the long-term effectiveness of the reward as an opposite of punishment or price. More specifically in this first analysis, we seek to understand travelers’ behavioral change over time as a function of socio-economic and situational variables using cross- sectional Mixed Logit (ML) models. Results support the results of former related studies. Driving off-peak is recognized as the most popular alternative. However, its utility decreases during the studied period. Results also show that by exploring and experiencing the different alternatives across time, travelers change from driving off-peak to the teleworking and changing route options. Socio-economic and situational variables strongly affect travelers’ decisions regarding alternatives chosen. However, their effectiveness changes over time.

Policy implementation lessons from six road pricing cases

The implementation of road pricing has been limited worldwide despite the notion that road pricing is generally considered to be a potentially effective measure to reduce externalities, in particular traffic congestion. By means of a content analysis of 106 scientific papers, this paper aims to identify and compare the detailed set of implementation factors for the four implemented road pricing cases of Singapore, London, Stockholm and the Norwegian cities, and the two not implemented cases of Hong Kong and Edinburgh. Policy implementation lessons are formulated to aid local and national authorities considering the implementation of road pricing. In contrast to other studies, this paper identifies a broad set of implementation factors for each empirical case (an average of 36). The cases have six generic implementation factors in common, the most prominent being political and public support. However, the generic factors only account for on average 27% of all the implementation factors listed. Consequently, authorities aiming to implement road pricing also need to take many case specific factors into account in the implementation process. Furthermore, the six cases show that policy implementation will only be successful when many factors positively contribute to the process which explains why it is such a precarious endeavour.

Examining the linkages between electronic roadway tolling technologies and road pricing policy objectives

The surge of road pricing projects in the U.S. and around the globe over the past 15 years has been enabled by a variety of new communication and transportation technologies. While all of these technologies increase the efficiency of roadway tolling vis-à-vis manual collection, no “best” configuration has emerged. Rather, optimal configurations depend on the objectives of the tolling effort, such as facility type, geographic scope, desire to price externalities, integration with other operations, and so on. While such policy objectives for road pricing have been examined extensively, little has been written on the explicit links between tolling technology configurations and policy objectives. This paper addresses this gap in the literature through an examination of eight road pricing programs. For each program we evaluate the conduct of the three technical tasks via the nine technology sets in light of six principal policy objectives of road pricing.We find that two policy factors most often determine the type of roadway tolling technologies adopted: (1) the geographical scale of the road network tolled, and (2) the complexity of calculating the fee to be charged. The combination of these two factors can vary greatly – from flat fare tolling on individual facilities, to nationwide road networks priced with dynamic tolls that vary by vehicle class, time of day, and congestion level. We conclude that the challenge to the expanded implementation of road pricing is less about either pricing technologies or the objectives of pricing, but the politically and economically effective linking of the two.

Public acceptability change of urban road pricing schemes

Previous research has demonstrated the low public acceptability of urban road pricing schemes, in particular before being implemented. However, acceptability has changed positively in cities that have introduced road pricing. The reasons for these acceptability changes are unclear. One reason for the acceptability change after the implementation of road pricing could be people's successful reduction of their car use in line with the psychological theory of cognitive dissonance. Therefore, this study investigated public acceptability changes, private car use reductions and their relationship in response to urban road pricing. Data from the AKTA road pricing experiment in Copenhagen, Denmark was used. This dataset provides the unique possibility to link driver's acceptability change with their car use reductions. In contrast to previous studies the majority of participants in AKTA (and in Copenhagen in general) supported road pricing before the start of the field experiment. However, no change in public acceptability was observed as a consequence of the experiment. Global positioning system-based car use indicators as well as subjective reports about car use reductions show that car drivers have reduced their car use in response to road pricing. However, only limited support for a relationship between acceptability change and reductions in car use was found. The implications of these results are discussed.

A Preliminary Study of Acceptability for Parking Deposit System

Road pricing is regarded as the most effective measure to solve the traffic congestion in urban area. However, the difficulty of forming a public consensus has become an obstacle to implementation of road pricing. This study analyses the difference on public acceptability between road pricing and parking deposit system (PDS). Using questionnaire survey data from visitors in Nagoya city area, we established approval or disapproval choice model and analyzed agreement rate under social interaction situation. As a result, it was shown that PDS could improve the social acceptability of road pricing.

Validation of Effectiveness on Parking Deposit System(PDS) based on Structure of Attitude on Road Pricing

Road pricing (RP) is regarded as the most effective measure to solve the traffic congestion in urban areas, but the difficulty of forming a consensus among the stakeholders has become an obstacle to the implementation of RP in Japan. Nagoya University has proposed aParking Deposit System� (PDS) as a new form of road pricing to which the public would be greatly receptive. A questionnaire survey of visitors to downtown Nagoya was conducted in November 2006 to ascertain the acceptability of RP and PDS. In the first place, this paper shows the structure of attitude on RP, which is conducted from the above questionnaire survey data, in the second place it describes the difference in attitude between pro-RP and anti-RP. In the last place, it discusses the acceptability of PDS with above structure model.

Policy insights from the urban road pricing case studies

This article reviews and compares the results of four modelling case studies of urban road pricing implementation that were carried out for the MC-ICAM project. The studies all concern large cities in Western Europe (Paris, Brussels, Oslo and Helsinki) and they all examine phased implementation paths in which constraints on the set of policy instruments are progressively relaxed. However, the studies used different models that vary with respect to the endogenous dimensions of traveller behaviour, the level of detail in which road and public transit networks are represented, and assumptions about what policy instruments are available and what constraints apply.

Achieving Majority Public Support for Urban Road Pricing

This paper contends that majority opposition from the voting public is the major barrier to urban road pricing implementation. The reason that majority opposition typically exists is investigated at the aggregate level by a consideration of the main factors that determine whether an individual will vote in favor of or against such proposals. Responses to a 2003 survey of southeast Scotland's population were used to assess public views toward Edinburgh's road pricing proposal. Majority opposition to the proposal was observed in aggregate terms. A bivariate correlation analysis showed that car usage was the primary determinant of stated voting behavior. Further analysis showed that a significant majority of car users and non–car users agreed that urban congestion was a significant problem that needed to be reduced and that considerable support existed for implementing road pricing as a way of achieving this. It appears that the public dislike the concept of employing road pricing as a demand management measure and would prefer to view road pricing as a means of raising revenue for public transport improvements, which they believe will lead to congestion being reduced. The paper contends that achieving majority support for urban road pricing implementation requires winning the acceptance of voting car users. The existence of reasonable alternatives to car travel was identified as being crucial to achieving this. Car users who would not change their travel behavior and those who would be forced to change their travel time or destination showed majority opposition; those who would change their travel mode or make fewer trips showed majority support. This finding reinforces the hypothesis that providing high-quality modal alternatives to car users, ahead of road pricing implementation, is a minimum requirement for any proposal seeking to achieve majority support.

Achieving Majority Public Support for Urban Road Pricing: Preserving the Driver's Right to Choose

This paper contends that majority opposition from the voting public is the major barrier to urban road pricing implementation. The reason that majority opposition typically exists is investigated at the aggregate level by a consideration of the main factors that determine whether an individual will vote in favor of or against such proposals. Responses to a 2003 survey of southeast Scotland's population were used to assess public views toward Edinburgh's road pricing proposal. Majority opposition to the proposal was observed in aggregate terms. A bivariate correlation analysis showed that car usage was the primary determinant of stated voting behavior. Further analysis showed that a significant majority of car users and non-car users agreed that urban congestion was a significant problem that needed to be reduced and that considerable support existed for implementing road pricing as a way of achieving this. It appears that the public dislike the concept of employing road pricing as a demand management meas...

Understanding innovation: The case of road pricing

Road pricing has emerged as an important transport-planning topic in several countries. This can be attributed to a growing concern for urban congestion and environmental problems, as well as to difficulties in financing new transport infrastructure. However, this innovative policy measure has rarely been implemented and consequently the Norwegian schemes have attracted much attention as exceptional examples of urban-wide road pricing. In this paper, factors contributing to the implementation of road pricing innovations are studied based on four Norwegian case studies. Different approaches to innovation research are discussed and a 'constructivist' approach is developed. This implies a focus on the meaning ascribed to road pricing measures by different actors at different times, on the alliances between important proponents and on innovation as an evolutionary process. The role of planners as facilitators of road pricing innovations is investigated. Factors describing 'simple' and 'complicated' contexts for road pricing implementation are outlined.

Empirical Analysis of Work Schedule Flexibility: Implications for Road Pricing and Driver Information Systems

This paper gives an empirical analysis of work start time decisions. This issue is highly relevant for the future implementation of both road pricing and driver information systems, as flexibility in terms of work schedules for a sufficiently large number of travellers is an important condition to render successful the implementation of road pricing schemes and driver information systems. The analysis in the paper focuses on: the factors that determine the work schedule flexibility; the level of satisfaction derived from the actual work start time; and the amount of flexibility (allowed for by both the employer and the employees themselves) in the work start time. The paper concludes by discussing the implications of the empirical findings for the implementation of road pricing schemes and driver information systems.

Road pricing ? should and might it happen?

This article discusses recent attempts to implement a federally sponsored road pricing demonstration in the United States. It examines reasons for the attempts, pointing to several enduring traffic related problems; the greater effectiveness and flexibility of road pricing compared to other measures; and the proven feasibility of area licenses as in Singapore. The generally negative reaction of city decision-makers to road pricing is specified, particularly concerns about harm to businesses, interference with the right to travel and discrimination against the poor. Some lessons for further attempts at implementation of road pricing include more attention to contingency planning for worst possible outcomes; the design of parking permit programs which might lead the way to road pricing; and the selection of recreational rather than downtown sites for first attempts at innovative parking permit and road pricing schemes.