Vol 1 No 1 (2001)
2001-01-01
Vol 1 No 1 (2001)
2001-01-01
Articles
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Mobility behaviour (e.g. car driving) is a complex phenomenon, the future of which is fraught with uncertainties and unpredictabilities, as the transport system is influenced by a many different key variables such as type of spatial network, (non-)governmental organisations and institutions, or local regional or national regulatory system. As a consequence, we observe on the one hand rapid growth trends in mobility (in relation to e.g. globalisation factors), but on the other hand also many barriers and impediments (e.g. congestion). Hence, there is a need for a thorough reflection on the various effects (per mode, region/city, spatial network system, policy measure, etc.) of the ever increasing traffic volume. Clearly, the emerging negative externalities (like congestion, pollution, noise annoyance and accidents) play a critical role in this framework. Keeping in mind that the ultimate Kyoto objectives focus inter alia on the achievement of a sustainable transport system, pricing of mobility is a key issue, since it aims to reach allocative efficiency and to raise social welfare within the context of political and social feasibility.
Mobility behaviour (e.g. car driving) is a complex phenomenon, the future of which is fraught with uncertainties and unpredictabilities, as the transport system is influenced by a many different key variables such as type of spatial network, (non-)governmental organisations and institutions, or local regional or national regulatory system. As a consequence, we observe on the one hand rapid growth trends in mobility (in relation to e.g. globalisation factors), but on the other hand also many barriers and impediments (e.g. congestion). Hence, there is a need for a thorough reflection on the various effects (per mode, region/city, spatial network system, policy measure, etc.) of the ever increasing traffic volume. Clearly, the emerging negative externalities (like congestion, pollution, noise annoyance and accidents) play a critical role in this framework. Keeping in mind that the ultimate Kyoto objectives focus inter alia on the achievement of a sustainable transport system,...
Mobility behaviour (e.g. car driving) is a complex phenomenon, the future of which is fraught with uncertainties and unpredictabilities, as the transport system is influenced by a many different key variables such as type of spatial network, (non-)governmental organisations and institutions,...
Peter Nijkamp, Aura Reggiani1-3 -
The future of the transport sector is clearly fraught with uncertainties, as the system is influenced by many factors that can develop in various ways. The aim of this paper is to get insight into the future development of the transportation sector seen from a world-wide perspective. This is done by applying a scenario approach and by designing four possible development paths for transport. These future developments are presented here by sketching four global contrast images based on outcomes of earlier research. The outcomes for the transport sector, expressed in transported volumes for both passenger transport and freight transport, are first described qualitatively, based on expected developments of several indicators. Next, based on those descriptions, quantitative numbers of transported volumes are calculated with the year 2020 as the time horizon. It appears that all scenarios foresee a world-wide growth in transport volumes (for both passengers and freight). The achievement of sustainable mobility based on the outcomes presented in this paper may seem difficult and will be confronted with several hurdles. But policy changes and (unexpected) technology developments offer possibilities to realise this objective. Thus policy makers are faced with formidable policy challenges to achieve the Kyoto objectives in the next 20 years.The future of the transport sector is clearly fraught with uncertainties, as the system is influenced by many factors that can develop in various ways. The aim of this paper is to get insight into the future development of the transportation sector seen from a world-wide perspective. This is done by applying a scenario approach and by designing four possible development paths for transport. These future developments are presented here by sketching four global contrast images based on outcomes of earlier research. The outcomes for the transport sector, expressed in transported volumes for both passenger transport and freight transport, are first described qualitatively, based on expected developments of several indicators. Next, based on those descriptions, quantitative numbers of transported volumes are calculated with the year 2020 as the time horizon. It appears that all scenarios foresee a world-wide growth in transport volumes (for both passengers and freight). The achievement...The future of the transport sector is clearly fraught with uncertainties, as the system is influenced by many factors that can develop in various ways. The aim of this paper is to get insight into the future development of the transportation sector seen from a world-wide perspective. This is done...Barry Ubbels, Caroline Rodenburg, Peter Nijkamp9-28
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The Gap between Theory and Practice
Many transport economists agree on the need for ‘efficient pricing’ in transport, as this would improve allocative efficiency and raise social welfare. Although the principle of efficient pricing is gaining ground in many countries, up to now it has been applied only rarely because of strong social resistance. But how can so many people be opposed to a principle which aims to increase social welfare? In this paper, I explore the major reasons underlying this paradox and examine the validity of arguments for and against efficient pricing. It appears that most arguments against efficient pricing can be refuted easily. However, everything stands or falls on the basic assumption that efficient pricing will increase social welfare, the validity of which appears to be practically impossible to prove. The main cause of this difficulty is the lack of complete information on the welfare effects of efficient pricing.
The Gap between Theory and Practice
Many transport economists agree on the need for ‘efficient pricing’ in transport, as this would improve allocative efficiency and raise social welfare. Although the principle of efficient pricing is gaining ground in many countries, up to now it has been applied only rarely because of strong social resistance. But how can so many people be opposed to a principle which aims to increase social welfare? In this paper, I explore the major reasons underlying this paradox and examine the validity of arguments for and against efficient pricing. It appears that most arguments against efficient pricing can be refuted easily. However, everything stands or falls on the basic assumption that efficient pricing will increase social welfare, the validity of which appears to be practically impossible to prove. The main cause of this difficulty is the lack of complete information on the welfare effects of efficient pricing.
The Gap between Theory and Practice
Many transport economists agree on the need for ‘efficient pricing’ in transport, as this would improve allocative efficiency and raise social welfare. Although the principle of efficient pricing is gaining ground in many...
Hens Runhaar29-44 -
Externalities of transport do not only depend on the number of kilometres driven, but also on factors such as road type, time of day, car type and on driving behaviour such as speed and acceleration. The present pricing system of car use and ownership in the Netherlands is such that the degree of differentiation is small, except for the car type aspect. Thus there is a clear mismatch between the differentiation in external costs and in pricing. A considerable share (55%) of all car-related taxes in the Netherlands relates to car ownership. The rest (45%) is paid for car use. The structure of the tax system is only vaguely related to the differentiation in the external effects. To overcome this problem, variabilisation of the tax system has been a main objective during the past 20 years in the Netherlands. A discussion is given of various ways to achieve this variabilisation such as a spatial graduation of fuel taxes, congestion pricing, a kilometre charge, and paid parking. The treatment of transport costs as a deductible in the income tax leads to major distortions in the Netherlands: a low variable cost for commuting, a zero variable cost for the company car, and a negative cost in the case of private car use for business purposes. Thus, two major problems in the taxation of road transport are found: lack of differentiation so that the tariffs do not reflect the external costs, and adverse effects of the structure of the income tax in the fields of business traffic and commuting leading to low, zero or even negative costs of car use. Discussions on the reform of transport-related taxes generally focus on the first problem but the figures presented in this study indicate that the second problem also deserves high priority.
Externalities of transport do not only depend on the number of kilometres driven, but also on factors such as road type, time of day, car type and on driving behaviour such as speed and acceleration. The present pricing system of car use and ownership in the Netherlands is such that the degree of differentiation is small, except for the car type aspect. Thus there is a clear mismatch between the differentiation in external costs and in pricing. A considerable share (55%) of all car-related taxes in the Netherlands relates to car ownership. The rest (45%) is paid for car use. The structure of the tax system is only vaguely related to the differentiation in the external effects. To overcome this problem, variabilisation of the tax system has been a main objective during the past 20 years in the Netherlands. A discussion is given of various ways to achieve this variabilisation such as a spatial graduation of fuel taxes, congestion pricing, a kilometre charge, and paid parking. The...
Externalities of transport do not only depend on the number of kilometres driven, but also on factors such as road type, time of day, car type and on driving behaviour such as speed and acceleration. The present pricing system of car use and ownership in the Netherlands is such that the degree...
Piet Rietveld45-60 -
The current estimation of time loss and costs of traffic congestion is lacking a scientifically valid empirical database concering the queue speed and time loss, as well as a methodological soundness of the value-of-time of commuting and leisure, and may hence lead to serious errors. In fact, the low willingness-to-pay of commuters for using a toll road indicates that the benefit of traffic time gains is estimated to be much lower than a significant part of the wages.
The current estimation of time loss and costs of traffic congestion is lacking a scientifically valid empirical database concering the queue speed and time loss, as well as a methodological soundness of the value-of-time of commuting and leisure, and may hence lead to serious errors. In fact, the low willingness-to-pay of commuters for using a toll road indicates that the benefit of traffic time gains is estimated to be much lower than a significant part of the wages.
The current estimation of time loss and costs of traffic congestion is lacking a scientifically valid empirical database concering the queue speed and time loss, as well as a methodological soundness of the value-of-time of commuting and leisure, and may hence lead to serious errors. In fact,...
Ingo Hansen61-72 -
Public transport traditionally has been, and still is, heavily subsidised by local or national governments, which have been motivated by declining average cost arguments, social considerations, and the desire to offer an alternative to private car use. Conventional sources for funding, including general taxes on labour, in many occasions have become harder to sustain for various reasons. This paper explores alternative, increasingly implemented, sources of funding, i.e., local charges or taxes that are hypothecated to support (urban) public transport (such as local sales taxes, parking charges etc.). Based on an overview of several case-studies all over the world, it is found that there is a large potential for applying unconventional charging mechanisms. Not only as means of raising financial support for public transport systems, but also as a method of sending appropriate (from a sustainable point of view) pricing signals to transport use.
Public transport traditionally has been, and still is, heavily subsidised by local or national governments, which have been motivated by declining average cost arguments, social considerations, and the desire to offer an alternative to private car use. Conventional sources for funding, including general taxes on labour, in many occasions have become harder to sustain for various reasons. This paper explores alternative, increasingly implemented, sources of funding, i.e., local charges or taxes that are hypothecated to support (urban) public transport (such as local sales taxes, parking charges etc.). Based on an overview of several case-studies all over the world, it is found that there is a large potential for applying unconventional charging mechanisms. Not only as means of raising financial support for public transport systems, but also as a method of sending appropriate (from a sustainable point of view) pricing signals to transport use.
Public transport traditionally has been, and still is, heavily subsidised by local or national governments, which have been motivated by declining average cost arguments, social considerations, and the desire to offer an alternative to private car use. Conventional sources for funding,...
Barry Ubbels, Peter Nijkamp, Erik Verhoef, Steve Potter, Marcus Enoch73-89